REPORT MDC K0388

REVISION “F”
ISSSUED MAY 2011

MD-11

AIRPLANE CHARACTERISTICS
FOR AIRPORT PLANNING

OCTOBER 1990

To Whom It May Concern:

This document is intended for airport planning purposes. Specific aircraft performance
and operational requirements are established by the airline that will use the airport under
consideration.

Questions concerning the use of this document should be address to:

Boeing Commercial Airplanes

P.O. Box 3707
Seattle, Washington 98124-2207
U.S.A.

Attention: Manager, Airport Technology

Mail Code: 20-93
Email: AirportTechnology@boeing.com
Website: www.boeing.com/airports
 REVISIONS
MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. A REV. B REV. C REV. D REV. E

NOV. 12, 1990 FEB. 2, 1991 MAY 22, 1991 NOV. 30, 1993 AUG. 31, 1998
PAGE PAGE PAGE PAGE PAGE
2–2 2–2 5–7 2–2 i to ii
2–3 2–3 7–7 2–3 1-2
2–14 2–5 4–3 2–4 2-2 to 2-5
2–15 2–25 2–5 2-10
3–1 2–27 2–16 2-12-2-15
3–2 4–4 2–18 2-17 to 2-19
3–3 4–5 2–23 2-24
3–4 4–8 2–24 2-28
3–5 5–12 2–25 3-1
3–6 7–4 2–27 4-2 to 4-3
3–7 7–5 Section 3 4-8 to 4-9
3–8 7–7 4–3 5-3
3–9 7–9 4–7 5-7
3–10 7–11 5–3 5-12
3–11 7–13 5–12 6-9
3–12 7–15 6–9 7-4 to 7-7
3–13 7–21 7–2 7-9
3–14 7–22 7–4 7-11
3–15 7–23 7–5 7-13
3–16 7–24 7–6 7-15
3–17 7–7 7-21 to 7-24
7–9 8-1
7–11
7–13
7–15
7–21
7–22
7–23
7–24

REV PAGE
 REVISIONS (CONTINUED)
MD-11 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING

REV. F
JUNE 2010 MAY 2011
PAGE PAGE

7-1 1-2
7-18
7-21

iii MAY 2011

 CONTENTS

Section Page

1.0 SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
2.0 AIRPLANE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1 General Airplane Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 General Airplane Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.3 Ground Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.4 Interior Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.5 Cabin Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.6 Lower Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
2.7 Door Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
3.0 AIRPLANE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2 Payload-Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.3 FAR Takeoff Runway Length Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.4 FAR Landing Runway Length Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
4.0 GROUND MANEUVERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2 Turning Radii, No Slip Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.3 Minimum Turning Radaii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.4 Visibility from Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4.5 Runway and Taxiway Turn Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.6 Runway Holding Bay (Apron) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
5.0 TERMINAL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 Airplane Servicing Arrangement (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 Terminal Operations, Turnaround . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.3 Terminal Operations, En Route Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.4 Ground Service Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.5 Engine Starting Pneumatic Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.6 Ground Pneumatic Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.7 Preconditioned Airflow Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.8 Ground Towing Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
6.0 OPERATING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1 Jet Engine Exhaust Velocities and Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.2 Airport and Community Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

v
 CONTENTS (CONTINUED)

Section Page

7.0 PAVEMENT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.2 Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.3 Maximum Pavement Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7.4 Landing Gear Loading on Pavement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7.5 Flexible Pavement Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7.6 Flexible Pavement Requirements, LCN Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7.7 Rigid Pavement Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7.8 Rigid Pavement Requirements, LCN Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7.9 ACN-PCN Reporting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
9.0 MD-11 SCALE DRAWINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

vi
1.0 SCOPE

1.1 Purpose
1.2 Introduction
1.0 SCOPE

1.1 Purpose

This document provides, in a standardized format, airplane characteristics data for general airport
planning. Since operational practices vary among airlines, specific data should be coordinated with the
using airlines prior to facility design. Douglas Aircraft Company should be contacted for any additional
information required.

Content of this document reflects the results of a coordinated effort by representatives of the following
organizations:

Aerospace Industries Association

Airports Council International

Air Transport Association of America

International Air Transport Association

The airport planner may also want to consider the information presented ine the “CTOL Transport
Aircraft: Characteristics, Trends, and Growth Projections,” available from the US AIA, 1250 Eye St.,
Washington DC 20005, for long range planning needs. This document is updated periodically and
represents the coordinated efforts of the folllowing organizations regarding future aircraft growth trends:

International Coordinating Council of Aerospace Industries Association

Airports Council International

Air Transport Association of America

International Air Transport Association

REV E

1–1
1.2 Introduction

This document conforms to NAS 3601. It provides MD-11 characteristics for airport
operators, airlines, and engineering consultant organizations. Since airplane changes and
available options may alter the information, the data presented herein must be regarded as
subject to change.

For further information contact:

Boeing Commercial Airplanes

P.O. Box 3707
Seattle, Washington 98124-2207
U.S.A.

Attention: Manager, Airport Technology

Mail Code: 20-93
Email: AirportTechnology@boeing.com
Website: www.boeing.com/airports

1-2 MAY 2011

THIS PAGE INTENTIONALLY LEFT BLANK

REV E
1–3
2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics

2.2 General Airplane Dimensions
2.3 Ground Clearances
2.4 Interior Arrangements
2.5 Cabin Cross Section
2.6 Lower Compartment
2.7 Door Clearances
2.0 AIRPLANE DESCRIPTION

2.1 General Airplane Characteristics — MD-11

Maximum Design Taxi Weight (MTW). Maximum weight for ground maneuvering as limited by aircraft
strength (MTOW plus taxi fuel).

Maximum Design Landing Weight (MLW). Maximum weight for landing as limited by aircraft strength
and airworthiness requirements.

Maximum Design Takeoff Weight (MTOW). Maximum weight for takeoff as limited by aircraft strength
and airworthiness requirements. (This is the maximum weight at the start of the takeoff run.)

Operating Empty Weight (OEW). Weight of structure, power plant, furnishing, systems, unusable fuel
and other unusable propulsion agents, and other items of equipment that are considered part of a
particular airplane configuration. OEW also includes certain standard items, personnel, equipment, and
supplies necessary for full operations, excluding usable fuel and payload.

Maximum Design Zero Fuel Weight (MZFW). Maximum weight allowed before usable fuel and other
specified usable agents must be loaded in defined sections of the aircraft as limited by strength and
airworthiness requirements.

Maximum Payload. Maximum design zero fuel weight minus operational empty weight.

Maximum Seating Capacity. The maximum number of passengers certified or anticipated for
certification.

Maximum Cargo Volume. The maximum space available for cargo.

Usable Fuel. Fuel available for aircraft propulsion.

2–1
 PASSENGER COMBI CONVERTIBLE
MODEL PASSENGER ’ER’ (6 PALLET) FREIGHTER FREIGHTER
ENGINE CF6-80C2 CF6-80C2 CF6-80C2 CF6-80C2 CF6-80C2

MAXIMUM DESIGN TAXI WEIGHT* LB 605,500 633,000 605,500 605,500 605,500

kg 274,655 287,122 274,655 274,655 274,655
MAXIMUM DESIGN TAKEOFF WEIGHT LB 602,500 630,500 602,500 602,500 602,500
kg 273,294 285,988 273,294 273,294 273,294
MAXIMUM DESIGN LANDINGWEIGHT LB 430,000 430,000 458,000 471,500 471,500
kg 195,048 195,048 207,749 213,872 213,872
OPERATING EMPTY WEIGHT LB 283,975 291,120 283,975 248,567 288,296
kg 128,808 132,049 128,808 112,748 130,768
MAXIMUM DESIGN ZERO FUEL WEIGHT LB 400,000 400,000 430,000 451,300 451,300
kg 181,440 181,440 195,048 204,710 204,710
MAXIMUM PAYLOAD (WEIGHT-LIMITED) LB 116,025 108,880 146,707 202,733 163,004

2–2
kg 52,632 49,391 66,549 91,962 73,942
MAXIMUM SEATING CAPACITY STD 323 323 214 0 298
MAX 410 410 290 0 410
MAXIMUM CARGO VOLUME FT3 5,566 5,288 9,152 21,530 21,288
m3 157.6 149.7 259.2 609.7 602.3
MAXIMUM USABLE FUEL U.S. GAL 38,615 41,615 38,615 38,615 38,615
liters 146,173 157,529 146,173 146,173 146,173
LB 258,721 278,821 258,721 258,721 258,721
kg 117,356 126,470 117,356 117,356 117,356
* OPTIONAL MTW: 608,500 LB (276,016 kg) ** OPTIONAL MLW (FREIGHTER ONLY): 491,500 LB (222,944 kg)
613,000 LB (278,057 kg)
621,000 LB (281,686 kg)
628,000 LB (284,861 kg)
633,000 LB (287,122 kg)

2.0 AIRPLANE DESCRIPTION

2.1 GENERAL AIRPLANE CHARACTERISTICS
MODEL MD-11 GE ENGINE

REV E
 PASSENGER COMBI CONVERTIBLE
MODEL PASSENGER ’ER’ (6 PALLET) FREIGHTER FREIGHTER
ENGINE 4460 4460 4460 4460 4460

MAXIMUM DESIGN TAXI WEIGHT* LB 605,500 633,000 605,500 605,500 605,500

kg 274,655 287,122 274,655 274,655 274,655
MAXIMUM DESIGN TAKEOFF WEIGHT LB 602,500 630,500 602,500 602,500 602,500
kg 273,294 285,988 273,294 273,294 273,294
MAXIMUM DESIGN LANDING WEIGHT LB 430,000 430,000 458,000 471,500 471,500
kg 195,048 195,048 207,749 213,872 213,872
OPERATING EMPTY WEIGHT LB 283,975 291,120 283,975 248,567 288,296
kg 128,808 132,049 128,808 112,748 130,768
MAXIMUM DESIGN ZERO FUEL WEIGHT LB 400,000 400,000 430,000 451,300 451,300
kg 181,440 181,440 195,048 204,710 204,710
MAXIMUM PAYLOAD (WEIGHT-LIMITED) LB 116,025 108,880 146,707 202,733 163,004

2–3
kg 52,632 49,391 66,549 91,962 73,942
MAXIMUM SEATING CAPACITY STD 323 323 214 0 298
MAX 410 410 290 0 410
MAXIMUM CARGO VOLUME FT3 5,566 5,288 9,152 21,530 21,288
m3 157.6 149.7 259.2 609.7 602.3
MAXIMUM USABLE FUEL U.S. GAL 38,615 41,615 38,615 38,615 38,615
liters 146,173 157,529 146,173 146,173 146,173
LB 258,721 278,821 258,721 258,721 258,721
kg 117,356 126,470 117,356 117,356 117,356
* OPTIONALMTW: 608,500 LB (276,016 kg)
613,000 LB (278,057 kg)
621,000 LB (281,686 kg)
628,000 LB (284,861 kg)
633,000 LB (287,122 kg)

2.0 AIRPLANE DESCRIPTION

2.1 GENERAL AIRPLANE CHARACTERISTICS
MODEL MD-11 P&W ENGINE

REV E
 148 FT 8 IN. (45.3 m) 44 FT 1 IN.
136 FT 6 IN. (41.6 m)* (13.4 m)

WINGTIP DIMENSION POINT

75 FT 10 IN.
(23.1 m)
19 FT 9 IN.
(6.0 m)
79 FT 6 IN.
(24.2 m)
59 FT 2 IN
(18.0 m)

26 FT 10 IN.
(8.2 m)

9 FT 7 IN.
(2.9 m)
SEE
SECTION
99 FT 4 IN. 2.3
(30.3 m)

27 FT 10 IN.
(8.5 m) 80 FT 9 IN. (24.6 m)
192 FT 5 IN. (58.6 m)
202 FT 2 IN. (61.6 m) WITH CF6-80C2D1F ENGINES
200 FT 11 IN. (61.2 m) WITH PW4460 ENGINES
170 FT 6 IN. (51.97 m) **

SCALE

*SP AN AT WING TIP DIMENSION POINT 0 5 10 m

= 165 FT 7 IN. (50.5m) WITH FUEL 35 FT 0 IN.
**MAXIMUM SP AN WITH FUEL/ (10.7 m) 0 10 20 30 FT
NOMINAL SP AN WITHOUT FUEL
= 169 FT 10 IN. (51.8M)

2.2 GENERAL AIRPLANE DIMENSIONS

MODEL MD-11
REV E
2–4
· MAXIMUMAND MINIMUMCLEARANCES OF INDIVIDUALLOCATIONS
ARE GIVEN FOR COMBINATIONS OF AIRPLANE LOADING/UNLOADING
ACTIVITIES THAT PRODUCE THE GREATEST VARIATION AT EACH LOCATION.
ZERO ROLL ANGLE AND LEVEL GROUND WERE ASSUMED FOR ANALYSIS.
· IT IS RECOMMENDED THAT APPROXIMATELY ± 3 INCHES (0.1 m) BE ALLOWED
FOR VERTICAL EXCURSIONS DUE TO VARYING STRUT AND TIRE INFLATIONS, L
PAVEMENT UNEVENNESS, ETC.

K
A B
C V E J
D F X I/H W
G

WINGLET DETAIL

76.15 IN. (193.42 cm)

36.89 IN. (93.70 cm)

R T U
S
P R
O

GROUND
M N
VERTICAL CLEARANCE

MIN CLEARANCE MAX CLEARANCE

CRITICAL WT AND CG CRITICAL WT AND CG
FT – IN. METERS FT – IN. METERS
A 28 – 7 8.71 29 – 2 8.89
B 27 – 1 8.27 28 – 6 8.69
C 15 – 9 4.81 17 – 5 5.31
D 7–4 2.23 8–9 2.67
E 15 – 8 4.78 16 –11 5.16
F 9–2 2.80 10 – 3 3.12
G 15 – 7 4.75 16 – 3 4.95
H 8 – 10 2.69 9–9 2.97
I 8 – 10 2.69 9–9 2.97
J 15 – 4 4.67 16 – 3 4.95
K 29 – 5 8.97 30 – 9 9.37
L 57 – 6 17.53 58 – 10 17.93
M 7 – 10 2.38 8–5 2.57
N * 3–2 0.96 4–5 1.35
O 9–8 2.93 10 – 5 3.17
P 10 – 8 3.25 11 – 7 3.53
R 12 – 4 3.77 13 – 4 4.06
S 23 – 4 7.11 25 – 7 7.80
T 32 – 7 9.93 33 – 6 10.21
U 37 – 3 11.35 38 – 2 11.63
V 15 – 8 4.80 17 – 1 5.21
W 10 – 3 3.12 11 – 4 3.45
X 15 – 5 4.70 16 – 3 4.95
* = GE CF6–80C2 D1F I = COMBI CENTER CARGO DOOR X = COMBI MAIN DECK DOOR
H = STANDARD CENTER CARGO DOOR V = FREIGHTER

2.3 GROUND CLEARANCES

MODEL MD-11
REV E
2–5
 323 SEATS, 34 FIRST CLASS — 6 ABREAST, 289 COACH — 9 ABREAST

4R ENTRY DOOR
42 BY 76 IN.
(106.7 BY 193.0 cm)

ATTENDANT SEAT ATTENDANT SEAT

GALLEY 3R ENTRY DOOR 42 BY 76 IN.
2R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm)
(106.7 BY 193.0 cm)
1R ENTRY DOOR 32 BY 76 IN.
(81.3 BY 193.0 cm) LAVATORY
ATTENDANT GALLEY
ATTENDANT SEAT SEAT
LAVATORY
LAVATORY CLOSET

2–6
CLOSET GALLEY
LAVATORY
LAVATORY
ATTENDANT
LAVATORY 2L ENTRY DOOR 42 BY 76 IN. SEAT
(106.7 BY 193.0 cm)
ATTENDANT SEAT 3L ENTRY DOOR 42 BY 76 IN.
ATTENDANT SEAT (106.7 BY 193.0 cm) 4L ENTRY DOOR
1L ENTRY DOOR 32 BY 76 IN. ATTENDANT SEAT 42 BY 76 IN.
(81.3 BY 193.0 cm) (106.7 BY 193.0 cm)

GALLEY

2.4 INTERIOR ARRANGEMENTS

2.4.1 PASSENGERS – MIXED-CLASS SEATING
MODEL MD-11
 379 SEATS — 9 ABREAST

4R ENTRY DOOR
42 BY 76 IN.
(106.7 BY 193.0 cm)
LAVATORY

ATTENDANT SEAT ATTENDANT SEAT

GALLEY 3R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm)
1R ENTRY DOOR 32 BY 76 IN. 2R ENTRY DOOR 42 BY 76 IN.
(81.3 BY 193.0 cm) LAVATORY
(106.7 BY 193.0 cm) ATTENDANT
SEAT GALLEY
ATTENDANT SEAT
LAVATORY

2–7
LAVATORY GALLEY
LAVATORY
2L ENTRY DOOR 42 BY 76 IN. 3L ENTRY DOOR 42 BY 76 IN.
ATTENDANT SEAT (106.7 BY 193.0 cm) (106.7 BY 193.0 cm)
ATTENDANT
ATTENDANT SEAT SEAT
CLOSET ATTENDANT SEAT
4L ENTRY DOOR
1L ENTRY DOOR 32 BY 76 IN. LAVATORY 42 BY 76 IN.
(81.3 BY 193.0 cm) (106.7 BY 193.0 cm)
GALLEY

2.4.2 PASSENGERS – ECONOMY SEATING

MODEL MD-11
 410 SEATS — 10 ABREAST
4R ENTRY DOOR
42 BY 76 IN.
(106.7 BY 193.0 cm)

ATTENDANT SEAT ATTENDANT SEAT

GALLEY 3R ENTRY DOOR 42 BY 76 IN.
2R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm) (106.7 BY 193.0 cm)
1R ENTRY DOOR 32 BY 76 IN.
(81.3 BY 193.0 cm) LAVATORY
ATTENDANT GALLEY
ATTENDANT SEAT SEAT
LAVATORY CLOSET
LAVATORY GALLEY

2–8
CLOSET
LAVATORY
ATTENDANT
LAVATORY SEAT
2L ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm) 3L ENTRY DOOR 42 BY 76 IN.
ATTENDANT SEAT
ATTENDANT SEAT (106.7 BY 193.0 cm)
4L ENTRY DOOR
42 BY 76 IN.
1L ENTRY DOOR 32 BY 76 IN. ATTENDANT SEAT
(106.7 BY 193.0 cm)
(81.3 BY 193.0 cm)
GALLEY LAVATORY

2.4.3 PASSENGERS – HIGH-DENSITY SEATING

MODEL MD-11
 214 SEATS, 34 FIRST CLASS — 6 ABREAST, 180 COACH — 9 ABREAST

ATTENDANT SEAT ATTENDANT SEAT

GALLEY 3R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm)
1R ENTRY DOOR 32 BY 76 IN. 4R ENTRY DOOR
(81.3 BY 193.0 cm) 2R ENTRY DOOR 42 BY 76 IN. LAVATORY 42 BY 76 IN.
ATTENDANT SEAT (106.7 BY 193.0 cm) (106.7 BY 193.0 cm)
DEACTIVATED
LAVATORY LAVATORY

6 PALLETS

2–9
C/A

LAVATORY GALLEY GALLEY

LAVATORY
ATTENDANT SEAT 4L ENTRY DOOR
2L ENTRY DOOR 42 BY 76 IN.
LAVATORY 42 BY 76 IN.
(106.7 BY 193.0 cm)
(106.7 BY 193.0 cm)
ATTENDANT SEAT 3L ENTRY DOOR 42 BY 76 IN. DEACTIVATED
CLOSET (106.7 BY 193.0 cm)
1L ENTRY DOOR 32 BY 76 IN.
(81.3 BY 193.0 cm) ATTENDANT SEAT
CARGO DOOR
GALLEY 160 BY 102 IN.
(406 BY 259 cm)

2. 4. 4 PASSENGERS – MIXED-CLASS SEATING

MODEL MD-11 COMBI
 261 SEATS - 9 ABREAST

ATTENDANT SEAT
2R ENTRY DOOR 42 BY 76 IN.
GALLEY (106.7 BY 193.0 cm) 3R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm) 4R ENTRY DOOR
1R ENTRY DOOR 32 BY 76 IN. 42 BY 76 IN.
(81.3 BY 193.0 cm) (106.7 BY 193.0 cm)
LAVATORY
ATTENDANT SEAT DEACTIVATED
ATTENDANT SEAT
LAVATORY LAVATORY

G 6 PALLETS
2
G3 G4 G5 G10

2–10
G1
S

LAVATORY GALLEY
LAVATORY GALLEY
ATTENDANT SEAT
ATTENDANT SEAT LAVATORY
1L ENTRY DOOR 32 BY 76 IN. 3L ENTRY DOOR 42 BY 76 IN.
(81.3 BY 193.0 cm) (106.7 BY 193.0 cm) 4L ENTRY DOOR
GALLEY ATTENDANT SEAT 42 BY 76 IN.
2L ENTRY DOOR 42 BY 76 IN. (106.7 BY 193.0 cm)
(106.7 BY 193.0 cm) DEACTIVATED
CARGO DOOR
160 BY 102 IN.
(406 BY 259 cm)

2.4.5 PASSENGERS - ECONOMY SEATING

MODEL MD-11 COMBI

REV E
 290 SEATS — 10 ABREAST

ATTENDANT SEAT ATTENDANT SEAT

GALLEY 3R ENTRY DOOR 42 BY 76 IN.
(106.7 BY 193.0 cm)
1R ENTRY DOOR 32 BY 76 IN. 4R ENTRY DOOR
(81.3 BY 193.0 cm) 2R ENTRY DOOR 42 BY 76 IN. 42 BY 76 IN.
LAVATORY
(106.7 BY 193.0 cm) (106.7 BY 193.0 cm)
ATTENDANT SEAT DEACTIVATED
LAVATORY
LAVATORY

6 PALLETS

2–11
LAVATORY GALLEY
LAVATORY
LAVATORY
ATTENDANT SEAT 2L ENTRY DOOR 42 BY 76 IN. 4L ENTRY DOOR
(106.7 BY 193.0 cm) 42 BY 76 IN.
3L ENTRY DOOR 42 BY 76 IN. (106.7 BY 193.0 cm)
ATTENDANT SEAT (106.7 BY 193.0 cm) DEACTIVATED
1L ENTRY DOOR 32 BY 76 IN. CLOSET
(81.3 BY 193.0 cm)
ATTENDANT SEAT
CARGO DOOR
GALLEY 160 BY 102 IN.
(406 BY 259 cm)

2. 4. 6 PASSENGERS – HIGH-DENSITY SEATING

MODEL MD-11 COMBI
 SERVICE MODULE

8 IN. (TYP)
(20.3 cm)
0.50 IN. 95 IN.
(1.3 cm) 21.50 IN. (241.3 cm)
57 IN. (TYP) 26.50 IN. 3 IN. (TYP)
(144.8 cm) (67.3 cm) (TYP) (54.6 cm)
(7.6 cm)

CARGO

66 IN.
(167.6 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

2.5 CABIN CROSS SECTION

2.5.1 FIRST CLASS
MODEL MD-11 REV E

2–12
 95 IN.
0.50 IN. (241.3 cm)
(1.3 cm) 73.50 IN. (186.69 cm)
50 IN. (TYP)
(127 cm) 11.75 IN. 20.50 IN.
3 IN. (TYP) 25.25 IN. (TYP) (TYP)
(7.6 cm) (29.8 cm) (52.1 cm)
(64.1 cm)

CARGO

66 IN.
(167.6 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

2.5.2 BUSINESS CLASS

MODEL MD-11 REV E

2–13
0.50 IN.
(1.3 cm) 102 IN. (259.1 cm)
19 IN. 95 IN.
42 IN. (TYP) (TYP) (241.3 cm)
9.5 IN. (TYP) 18 IN. (TYP)
2 IN. (TYP)
(106.7 cm) (48.3 (24.1 cm) (45.7 cm)
(5.1 cm)
cm)

CARGO

66 IN.
(167.6 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

2.5.3 ECONOMY
MODEL MD-11 REV E

2–14
 95 IN.
(241.3 cm)
0.50 IN.
(1.3 cm) 76 IN. (193.0 cm)
16.50 IN. 9.25 IN. 16.50 IN.
57.50 IN. (TYP) (TYP) (TYP) (TYP)
2 IN. (TYP) (23.5 cm) (41.9 cm)
(146.1 cm) (41.9 (5.1 cm)
cm)

CARGO

66 IN.
(167.6 cm)

125.5 IN. (318.8 cm)

164 IN. (416.6 cm)

237 IN. (602.0 cm)

2.5.4 HIGH-DENSITY
MODEL MD-11 REV E

2–15
 1R 2R 3R 4R 5R 6R 7R 8R 9R 10R 11R 12R

13C
14C
1L 2L 3L 4L 5L 6L 7L 8L 9L 10L 11L 12L

BARRIER NET FREIGHTER (26) 88- BY 125-IN. PALLETS = 14,542 FT3 (411.8 m3)
(26) 96- BY 125-IN. PALLETS = 15,514 FT3 (439.3 m3)
CF (26) 88- BY 125-IN. PALLETS = 13,521 FT3 (382.9 m3)
(26) 96- BY 125-IN. PALLETS = 14,508 FT3 (410.8 m3)

1R 2R 3R 4R 5R 6R 7R 8R 9R 10R 11R 12R 13R 14R 15R 16R 17R

18C
1L 2L 4L 5L 6L 7L 8L 9L 10L 11L 12L 13L 14L 15L 16L 17L

FREIGHTER (34) 88- BY 108-INCH PALLETS = 15,537 FT3 (440.0 m3)

MAIN CARGO LOADED COMPARTMENT
LENGTH = 144 FT 4 IN. (44.0 m)
FLAT FLOOR AREA = 2,614.5 FT2 (242.9 m2)
BULK VOLUME = 22,048 FT3 * (624.3 m3)

* BULK VOLUME IS WATER VOLUME OF CABIN BETWEEN BARRIER

NET AND AFT BULKHEAD

TYPICAL CARGO SECTION

97.5-IN. (247.7 cm) 88 BY 125 IN. 102-IN.

STACK HEIGHT (223.5 BY 317.5 cm) (259.1 cm)
FREIGHTER DOOR
96 BY 125 IN.
88 BY 108 IN. (243.8 BY 317.5 cm)
(223.5 BY 274.3 cm)

LD5
LD7 LD3
64 IN. LD9 LD6
(162.6 cm) LD11
LD21

DMC005-15

2.5.5 CROSS SECTION – CARGO

MODEL MD-11F/CF REV D

2–16
 70- BY 66-IN. (177.8 BY 167.6 cm)
104- BY 66-IN. (264.2 BY 167.6 cm) CARGO DOOR RIGHT SIDE ONLY 14
CARGO DOOR RIGHT SIDE ONLY CONTAINERS
18 CONTAINERS

BULK CARGO DOOR

LEFT SIDE ONLY
BULK CARGO
30 BY 36 IN.
(76.2 BY 91.4 cm)

32 LD3 CONTAINERS 5,056 FT 3 (143.17 m 3 )

BULK CARGO 510 FT 3 (14.44 m 3 )

TOTAL 5,566 FT 3 (157.61 m 3 )

16 FULL WIDTH CONTAINERS;

EACH 320 FT 3 (9.06 m 3 )
TOTAL 5,120 FT 3 (144.98 m 3 )
60.4 IN. 60.4 IN.
(153.4 cm) 79.0 IN. (153.4 cm)
(200.7 cm)
160 IN.
(406.4 cm)
44 IN.
(111.76 cm) 64 IN.
(162.56 cm)

61.5 IN.
125 IN. (156.2 cm)
64 IN. (317.5 cm)
(162.56 cm)
32 HALF WIDTH CONTAINERS;
EACH 158 FT 3 (4.47 m 3 )
TOTAL 5,056 FT 3 (143.17 m 3 )
LD6 CONTAINER LD3 CONTAINER
GROSS WEIGHT TARE WEIGHT GROSS WEIGHT TARE WEIGHT
7,000 LB EACH 600 LB EACH 3,500 LB EACH 320 LB EACH
(3,175.2 kg) (272.2 kg) (1,587.6 kg) (145.2 kg)

2.6 LOWER COMPARTMENT

2.6.1 CARGO COMPARTMENTS – CONTAINERS
MODEL MD-11
REV E
2–17
 104- BY 66-IN. (264.2 BY 167.6 cm) 70- BY 66-IN. (177.8 BY 167.6 cm)
CARGO DOOR RIGHT SIDE ONLY OPTIONAL 104- BY 66-IN. (264.2 BY 167.6 cm)
6 PALLETS CARGO DOOR RIGHT SIDE ONLY
14 CONTAINERS

BULK CARGO DOOR

LEFT SIDE ONLY
30 BY 36 IN.
(76.2 BY 91.4 cm)

6–96 BY 125 PALLETS 2,667 FT 3 (75.52 m 3 )

OR
6–88 BY 125 PALLETS 2,268 FT 3 (64.20 m 3 )
14 LD3 CONTAINERS 2,212 FT 3 (62.58 m 3 )
BULK CARGO 510 FT 3 (14.44 m 3 )

TOTAL 4,990 FT 3 (141.22 m 3 )

CONTAINERS
6–96 BY 125-IN. PALLETS
CENTER COMPARTMENT
EACH 444 FT 3 (12.57 m 3 )
TOTAL 2,664 FT 3 (75.41 m 3 )
OR PALLETS
6–88 x 125 PALLETS FWD COMPARTMENT
EACH 378 FT 3 (10.70 m 3 ) 60.4 IN.
TOTAL 2,268 FT 3 (64.2 m 3 ) 79.0 IN. (153.4 cm)
(200.7 cm)

64 IN.
64 IN. (162.56 cm)
(162.56 cm)

61.5 IN.
(156.2 cm)
125 IN.
88 IN.
(317.5 cm)
(223.5 cm) 14 HALF WIDTH CONTAINERS; (LD3)
EACH 158 FT 3 (4.47 m 3 )
TOTAL 2,212 FT 3 (62.64 m 3 )

88 BY 125-IN. PALLET (223.5 BY 317.5 cm) LD3 CONTAINER

GROSS WEIGHT TARE WEIGHT GROSS WEIGHT TARE WEIGHT
10,300 LB EACH 248 LB EACH 3,500 LB EACH 320 LB EACH
(4,672.1 kg) (112.5 kg) (1,587.6 kg) (145.2 kg)

2.6.2 CARGO COMPARTMENTS – CONTAINERS/PALLETS

MODEL MD-11
REV E
2–18
 16 FT 8 IN.
(5.08 m)

32 IN. (81 cm)

PLAN VIEW

A
DOOR ACTUATOR HANDLE

6 IN. (15 cm)

76 IN.
38 IN. (97 cm) (193 cm)
FLOOR

8 IN. SEE SECTION 2.3 FOR

(20 cm) HEIGHT ABOVE GROUND

A
ELEVATION

96 IN. (244 cm)

UPWARD INTERIOR 121 IN.

SLIDING DOOR (307 cm)
183 IN.
FLOOR/DOOR SILL (465 cm)

SECTION A-A
LOOKING FOR WARD

2.7 DOOR CLEARANCES

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 1
MODEL MD-11
REV E
2–19
AIRPLANE
NOSE 48 FT 1 IN.
(14.66 m)

PLAN VIEW

A DOOR ACTUATOR HANDLE

7.5 IN.
(19 cm)
6 IN. (15 cm)

76 IN.
42 IN. (107 cm) (193 cm)
FLOOR
FWD

42 IN. (107 cm)

ÉÉÉÉÉÉ
SEE SECTION 2.3 FOR
A HEIGHT ABOVE GROUND

ÉÉÉÉÉÉ
ELEVATION

UPWARD INTERIOR
SLIDING DOOR
CONSTANT
SECTION 136.5 IN.
DIA = 237 IN. (347 cm)
(602 cm)

FLOOR/DOOR SILL

SECTION A-A
LOOKING FORWARD
DMC005–19

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 2

MODEL MD-11

2–20
AIRPLANE
NOSE
95 FT 2 IN.
(29.01 m)

PLAN VIEW

A DOOR ACTUATOR HANDLE

7.5 IN.
(19 cm)
6 IN. (15 cm)

76 IN.
42 IN. (107 cm) (193 cm)
FLOOR
FWD

42 IN. (107 cm)

SEE SECTION 2.3 FOR

ÉÉÉÉÉ
A HEIGHT ABOVE GROUND

ELEVATION ÉÉÉÉÉ
UPWARD INTERIOR
SLIDING DOOR
CONSTANT
SECTION 136.5 IN.
DIA = 237 IN. (347 cm)
(602.0 cm)

FLOOR/DOOR SILL

SECTION A-A
LOOKING FORWARD
DMC005–20

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 3

MODEL MD-11

2–21
AIRPLANE
NOSE 155 FT 3 IN.
(47.32 m)

PLAN VIEW

A
DOOR ACTUATOR HANDLE

7.5 IN.
(19 cm)
6 IN. (15 cm)

76 IN.
42 IN. (107 cm) (193 cm)
FLOOR
FWD
42 IN.
(107 cm)

SEE SECTION 2.3 FOR

ÉÉÉÉÉ
A HEIGHT ABOVE GROUND

ELEVATION ÉÉÉÉÉ
103.2 IN.
(262 cm)

UPWARD INTERIOR
SLIDING DOOR 123.5 IN.
(314 cm)

207.2 IN.
FLOOR/DOOR SILL (526 cm)

SECTION A-A
LOOKING FORWARD
DMC005–21

2.7.1 CLEARANCES, PASSENGER LOADING DOORS, DOOR NO. 4

MODEL MD-11

2–22
 38 FT (11.6 m)

PLAN VIEW
A

MAIN CARGO DOOR

102 IN.
(259 cm)

SEE SEC. 2.3 FOR

140 IN.
HEIGHT ABOVE
(356 cm)
GROUND

ÉÉÉÉÉ
ÉÉÉÉÉ
A

ELEVATION

165 DEG POSITION

FULL OPEN

85 DEG POSITION

97.5-IN. 92.0-IN.
CONSTANT SECTION 102-IN.
(248 cm) STACK (234 cm) (259 cm)
STACK HEIGHT DIA = 237 IN.
HEIGHT DOOR
FREIGHTER CONVERTIBLE (602 cm)
FREIGHTER

SECTION A-A
LOOKING AFT

DMC005–82

2.7.2 CARGO LOADING DOORS – MAIN DECK

MODEL MD-11F/CF REV D

2–23
AIRPLANE
NOSE

141 FT 8 IN.
(43.2 m)
PLAN VIEW

102 IN.
(259 cm)

FWD FLOOR
160 IN.
(406 cm) 42 IN.
(107 cm)

SEE SECTION 2.3 FOR HEIGHT ABOVE GROUND

A

ELEVATION

102-IN. 97.5-IN.
(259 cm) (248 cm)
DOOR STACK HEIGHT

SECTION A-A
LOOKING FOR WARD

2.7.2 CARGO LOADING DOORS – MAIN DECK

MODEL MD-11 COMBI
REV E
2–24
 59 FT 2 IN.
(18.03 m)

AIRPLANE
NOSE

104 IN.
(264 cm)

PLAN VIEW

FLOOR

66 IN. (168 cm) 15.9 IN. (40 cm)

44 IN. (112 cm)

SEE SECTION 2.3 FOR DOOR ACTUATOR PANEL

ÉÉÉÉ
GROUND CLEARANCE SWITCH AND CONTROLS

ÉÉÉÉ
A

ELEVATION

211.3 IN.
(537 cm)
CONSTANT SECTION DIA 135 DEG FULL OPEN
= 237 IN. (602 cm)

89.8 IN.
(228 cm)

SECTION A-A
LOOKING FORWARD 19.7 IN. CRITICAL CLEARANCE LIMIT
(50 cm)

DMC005–94
2.7.3 CARGO LOADING DOORS, LOWER DECK
FORWARD DOOR
MODEL MD-11 REV D

2–25
 AIRPLANE
NOSE

144 FT 0 IN.
(43.9 m)

PLAN VIEW

DOOR ACTUATOR PANEL

SWITCH AND CONTROLS

WING FILLET

66 IN.
(168 cm)

44 IN. (112 cm)

15.9 IN. SEE SECTION 2.3 FOR

ÉÉÉÉ
70 IN. (40 cm) GROUND CLEARANCE
(178 cm)
A
ELEVATION

198.6 IN.
(504 cm)
158 DEG FULL OPEN
CONSTANT SECTION DIA
= 237 IN. (602 cm)

126.1 IN.
(320 cm)

60 IN. (152 cm)

19.7 IN. (50 cm)
113.2 IN.
(288 cm) CRITICAL CLEARANCE LIMIT
SECTION A-A
LOOKING FORWARD
DMC005–96
2.7.3 CARGO LOADING DOORS, LOWER DECK
CENTER CARGO DOOR
MODEL MD-11

2–26
 AIRPLANE
NOSE

139 FT 7 IN.
(42.55 m)

PLAN VIEW

27 IN.

WING FILLET
DOOR ACTUATOR
PANEL SWITCH
AND CONTROL
66 IN.
(168 cm) 44 IN.
(112 cm)

A SEE SECTION 2.3 FOR

ÉÉÉÉ
104 IN. GROUND CLEARANCE
(264 cm)

ELEVATION
116 IN.
(295 cm)

198.6 IN.
(504 cm)
158 DEG FULL OPEN

126.1 IN.
(320 cm)

60 IN. (152 cm)

19.7 IN. (50 cm)
113.2 IN.
(288 cm) CRITICAL CLEARANCE LIMIT

SECTION A-A FILLET AT FWD DOOR JAMB

LOOKING FORWARD

Chap2–Text
2.7.3 CARGO LOADING DOORS, LOWER DECK
CENTER CARGO DOOR (OPTIONAL FOR OTHER MODELS)
MODEL MD-11 COMBI REV D

2–27
 160 FT 6 IN.
(48.92 m)

AIRPLANE
NOSE

PLAN VIEW

VENT DOOR HANDLE

DOOR CONTROL PANEL

5 IN. (13 cm)

18 IN. (46 cm)

36 IN. (91 cm)
21 IN. (53 cm)

10 IN. (25 cm)

SEE SECTION 2.3 FOR 30 IN. (76 cm)
GROUND CLEARANCE
A

ELEVATION

158.3 IN.
(402 cm)

93.5 IN. 119 IN.

(237 cm) (302 cm)

152 DEG FULL OPEN

77 IN.
70.5 IN. (179 cm) (196 cm)

23.8 IN. (60 cm)

CRITICAL CLEARANCE LIMIT
SECTION A-A
LOOKING FOR WARD

2.7.3 CARGO LOADING DOORS, LOWER DECK

AFT BULK CARGO DOOR
MODEL MD-11
REV E
2–28
THIS PAGE INTENTIONALLY LEFT BLANK

REV E
2-29
3.0 AIRPLANE PERFORMANCE

3.1 General Information

3.2 Payload-Range
3.3 FAR Takeoff Runway Length Requirements
3.4 FAR Landing Runway Length Requirements
3.0 AIRPLANE PERFORMANCE

3.1 General Information

Figures 3.2.1 through 3.2.8 present payload-range information for a specific Mach number cruise at the
fuel reserve condition shown.

Figures 3.3.1 through 3.4.2 represent FAR takeoff and landing field length requirements for FAA
certification.

Standard day temperatures for the altitudes shown are tabulated below:

ELEVATION STANDARD DAY TEMPERATURE

FEET METERS F C

0 0 59 15
2,000 610 51.9 11.1

4,000 1,219 44.7 7.1

6,000 1,829 37.6 3.1

8,000 2,438 30.5 –0.8

Note: These data are provided for information only and are not to be used for flight planning purposes.

For specific performance data/analysis, contact the using airline or the Airport Technology Group at
(425) 237-0126 or:

Boeing Commercial Airplane Group

P.O. Box 3707
Seattle, Washington 98124-2207
USA

Attn: Manager, Airport Technology

Mail Code 67-KR

REV E
3-1
4.0 GROUND MANEUVERING

4.1 General Information

4.2 Turning Radii, No Slip Angle
4.3 Minimum Turning Radii
4.4 Visibility from Cockpit
4.5 Runway and Taxiway Turn Paths
4.6 Runway Holding Bay (Apron)
4.0 GROUND MANEUVERING

4.1 General Information

This section provides airplane turning capability and maneuvering characteristics.

For ease of presentation, these data have been determined from the theoretical limits imposed by the
geometry of the aircraft, and where noted, provide for a normal allowance for tire slippage. As such, they
reflect the turning capability of the aircraft in favorable operating circumstances. The data should only be
used as guidelines for determining such parameters and to obtain the maneuvering characteristics of this
aircraft type.

In the ground operating mode, varying airline practices may demand that more conservative turning
procedures be adopted. Airline operating techniques will vary in level of performance over a wide range
of circumstances throughout the world. Variations from standard aircraft operating patterns may be
necessary to satisfy physical constraints within the maneuvering area, such as adverse grades, limited
space, or high risk of jet blast damage. For these reasons, ground maneuvering requirements should be
coordinated with the using airlines prior to layout planning.

4–1
 STEERING ANGLES (DEGREES)
25
30
35
40
TURNING CENTERS
45

50
55

60

65
TURNING RADII DEPICTED
REPRESENT THEORETICAL
GEOMETRIC TURN CENTERS 70 MAXIMUM

TURNING CENTER
FOR ILLUSTRATION
PURPOSES
R1

R2
R3

R5 R6

R4

NOTE: ACTUAL OPERA TING DATA MAY BE GREATER

THAN VALUES SHOWN SINCE TIRE SLIPP AGE IS
NOT CONSIDERED IN THESE CALCULATIONS.
CONSULT AIRLINE FOR OPERATING PROCEDURES
R3 MEASURED FROM OUTSIDE FACE OF TIRE.

STEERING R–1 R–2 R–3 R–4 R–5 R–6

ANGLE (DEG)
FT m FT m FT m FT m FT m FT m
25 153.7 46.8 194.9 59.4 194.0 59.1 262.6 80.0 205.7 62.7 220.2 67.1
30 120.2 36.6 161.4 49.2 164.3 50.1 229.5 70.0 178.2 54.3 189.5 57.8
35 95.5 29.1 136.7 41.7 143.5 43.7 205.2 62.5 159.4 48.6 167.7 51.1
40 76.3 23.3 117.5 35.8 128.2 39.1 186.4 56.8 145.9 44.5 151.3 46.1
45 60.7 18.5 101.9 31.1 116.6 35.5 171.2 52.2 136.1 41.5 138.5 42.2
50 47.6 14.5 88.8 27.1 107.8 32.9 158.5 48.3 128.7 39.2 128.3 39.1
55 36.3 11.1 77.5 23.6 100.9 30.8 147.6 45.0 123.1 37.5 119.9 36.5
60 26.3 8.0 67.6 20.6 95.6 29.1 138.0 42.1 118.8 36.2 112.9 34.4
65 17.3 5.3 58.5 17.8 91.4 27.9 129.4 39.4 115.6 35.2 107.0 32.6
70 MAXIMUM 9.0 2.7 50.2 15.3 88.2 26.9 121.5 37.0 113.8 34.7 102.0 31.1

4.2 TURNING RADII, NO SLIP ANGLE

MODEL MD-11
REV E
4–2
 TAIL R 6

EFFECTIVE
TURN ANGLE
Y
MAXIMUM STEERING
ANGLE 70 DEG
SLIP X

NOSE TIRE
R3
TURN
CENTER
NOSE
R5

WING TIP A
R4 PAVEMENT
WIDTH FOR
180-DEG TURN

NOSE GEAR RADII TRACK

MEASURED FROM OUTSIDE
FACE OF TIRE

NORMAL TURNS LIGHTLY BRAKED TURN

1 SYMMETRICAL THRUST AND NO DIFFERENTIAL 2 UNSYMMETRICAL THRUST AND LIGHT DIFFEREN -
BRAKING. SLOW CONTINOUS TURN. AFT CENTER OF TIAL BRAKING. SLOW CONTINUOUS TURN. AFT
GRAVITY AT MAX RAMP WEIGHT CENTER OF GRAVITY AT MAX RAMP WEIGHT

3 MINIMUM RECOMMENDED RADIUS TO AVOID EXCESSIVE

TIRE WEAR. LIMITED BY 8–DEG MAIN GEAR TIRE SCRUB

TYPE EFFECTIVE TIRE SLIP X Y A R3 R4 R5 R6

TURN TURN ANGLE ANGLE FT/m FT/m FT/m FT/m FT/m FT/m FT/m
81.2 45.3 160.6 94.7 136.4 118.1 111.9
1 60.8 DEG 9.2 DEG
24.7 13.8 49.0 28.9 41.6 36.0 34.1
81.6 26.5 134.6 87.5 118.5 112.6 100.0
2 72.0 DEG –2.0 DEG
24.9 8.1 41.0 26.7 36.1 34.3 30.5
– – 81.2 42.1 155.8 93.1 133.4 116.9 109.8
3
24.7 12.8 47.5 28.4 40.7 35.6 33.5

4.3 MINIMUM TURNING RADII

MODEL MD-11
REV E
4–3
 NOT TO BE USED FOR
LANDING APPROACH VISIBILITY

PILOT’S EYE POSITION

36 DEG

20 DEG
20 FT 8 IN.

(6.3 m)
20 FT 11 IN. (6.4 m)
27 FT 10 IN. (8.5 m)

50 FT 4 IN.
(15.3 m) 6 FT 11 IN. (2.1 m) (REF)

PILOT’S EYE POSITION

ÉÉ
135 DEG

MAXIMUM AFT VISION

WITH HEAD ROTATED
ABOUT SPINAL COLUMN

21 IN. PILOT’S EYE POSITION

(53.3 cm)

40 DEG 40 DEG

WITH HEAD
MOVED 14 IN.
OUTBOARD
(35.6 cm) 31 DEG 31 DEG

45 DEG
45 DEG

DMC005–42

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION

MODEL MD-11 REV B

4–4
 150 FT
(45.72 m)

NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY

RUNWAY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY
CENTER- 15 FT (4.57 m)
LINE

45
DEG

COCKPIT REFERENCE POINT

ÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
100-FT R

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
(30.48 m)

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
150-FT R

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
(45.72 m)

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ 15 FT (4.57 m)

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
CLEARANCE LINE TAXIWAY

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ADDITIONAL FILLET CENTER-
REQUIRED LINE

ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ PATH OF MAIN

GEAR TIRE EDGE
75 FT
(22.86 m)

DMC005-89

4.5 RUNWAY AND TAXIWAY TURN PATHS

4.5.1 MORE THAN 90-DEG TURN – RUNWAY TO TAXIWAY
MANEUVERING METHOD – COCKPIT OVER CENTERLINE
MODEL MD–11 REV B

4–5
 150 FT
(45.72 m) NOTE:
1. EFFECTIVE STEERING ANGLE-APPROX 30 DEG
(33-DEG STEERING, 3-DEG NOSE GEAR SLIP)
2. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY
RUNWAY PAVEMENT EDGE CLEARANCE SHOWN IS APPROXIMATELY
CENTERLINE 15 FT (4.57 m)

15 FT (4.57 m )
CLEARANCE LINE

PATH OF NOSE GEAR TIRE EDGE

45 DEG CL
CL

100-FT R
(30.48 m)
150-FT R
(45.72 m)

15 FT (4.57 m)
CLEARANCE LINE
TAXIWAY
CENTERLINE
PATH OF MAIN
GEAR TIRE EDGE

75 FT
(22.86 m)

DMC005–88

4.5.2 MORE THAN 90-DEGREE TURN – RUNWAY TO TAXIWAY

MANEUVERING METHOD — JUDGMENTAL OVERSTEERING
MODEL MD–11

4–6
 75 FT
(22.86 m)
NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY
PAVEMENT EDGE CLEARANCE SHOWN IS
APPROXIMATELY 15 FT (4.57 m)

83 FT (25.30 m)
CL

150 FT (45.72 m)

PATH OF COCKPIT REFERENCE POINT

COCKPIT
REFERENCE
POINT
75 FT
CL
(22.86 m)

É 250-FT (76.20 m) LEAD-IN

(TYPICAL — 4 PLACES)
APPROX 15 FT (4.57 m)

83 FT (25.30 m)
150 FT (45.72 m)

PATH OF MAIN GEAR TIRE EDGE

(AIRCRAFT DIRECTION AS SHOWN)

TAXIWAY
CENTERLINE

DMC005–90

4.5.3 90-DEGREE TURN – TAXIWAY TO TAXIWAY

MANEUVERING METHOD — COCKPIT OVER CENTERLINE
MODEL MD-11 REV D

4–7
 75 FT
(22.86 m)
NOTES:
1. THE INTERSECTION FILLET IS DETERMINED
FROM THE GEOMETRY OF THE CRITICAL
AIRCRAFT AND THE STEERING PROCEDURE
THAT WILL BE USED.
2. 33-DEGREE STEERING ANGLE, 3-DEGREE
NOSE GEAR SLIP (30-DEGREE EFFECTIVE
STEERING ANGLE)
3. THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY
PAVEMENT EDGE CLEARANCE SHOWN IS
APPROXIMATELY 15 FT (4.57 m)

CL

15-FT (4.57 m) CLEARANCE LINE

PATH OF NOSE GEAR TIRE EDGE

15 FT (4.57 m)

75 FT
CL
(22.86 m)

16.8 FT (5.12 m)

15-FT (4.57 m) CLEARANCE LINE

PATH OF MAIN GEAR TIRE EDGE

105-FT (32.00 m) R

TAXIWAY
CENTERLINE

4.5.4 90-DEGREE TURN – TAXIWAY TO TAXIWAY

MANEUVERING METHOD – JUDGMENTAL OVERSTEERING
MODEL MD-11
REV E
4–8
 150 FT NOTE: THE MINIMUM MAIN GEAR TIRE-TO-TAXIWAY
(45.72 m) PAVEMENT EDGE CLEARANCE SHOWN IS
APPROXIMATLY 15 FT (4.57 m)

RUNWAY
CENTERLINE

COCKPIT REFERENCE POINT

TAXIWAY 75 FT
CL
CENTERLINE (22.86 m)

15-FT (4.57 m) CLEARANCE LINE

(RUNWAY-TO-TAXIWAY DIRECTION)

ADDITIONAL FILLET REQUIRED

85-FT (25.91 m) R

150-FT (45.72 m) R

15-FT (4.57 m) CLEARANCE LINE

(TAXIWAY-TO-RUNWAY DIRECTION)

PATH OF MAIN GEAR TIRE EDGE

(RUNWAY-TO-TAXIWAY DIRECTION)

4.5.5 90-DEGREE TURN – RUNWAY TO TAXIWAY

MANEUVERING METHOD — COCKPIT OVER CENTERLINE
MODEL MD–11
REV E
4–9
 NOTE: THE MINIMUM MAIN GEAR TIRE-TO-
PAVEMENT EDGE CLEARANCE SHOWN IS
SHOULDER APPROXIMATELY 15 FT (4.57 m)

PATH OF NOSE GEAR

20 FT
(6.10 m)

ÉÉ
263 FT (80.16 m)
40 FT
(12.19 m)

ÉÉ
É
ÉÉ
É
20 FT (6.10 m)

97 FT (29.57 m)

PATH OF NOSE GEAR TIRE

PATH OF MAIN GEAR TIRE EDGE

20 FT
(6.10 m)
15 FT (4.57 m)

PATH OF MAIN
GEAR TIRE EDGE
PATH OF
NOSE GEAR

TAXIWAY
CENTERLINE RUNWAY
CENTERLINE

75 FT 150 FT (45.72 m)
(22.86 m)

DMC005–93

4.6 RUNWAY HOLDING BAY (APRON)

MODEL MD-11

4–10
THIS PAGE INTENTIONALLY LEFT BLANK

REV E
4-11
5.0 TERMINAL SERVICING

5.1 Airplane Servicing Arrangement (Typical)

5.2 Terminal Operations, Turnaround Station
5.3 Terminal Operations, En Route Station
5.4 Ground Service Connections
5.5 Engine Starting Pneumatic Requirements
5.6 Ground Pneumatic Power Requirements
5.7 Preconditioned Airflow Requirements
5.8 Ground Towing Requirements
 FUEL SERVICE VEHICLE

CARGO PALLET TRAIN

CONTAINER DOLLY
TRAIN
CARGO LOADER EXTENSION
LOWER DECK CARGO
LOADER
LOWER DECK
CARGO LOADER GALLEY SERVICE
VEHICLE
GALLEY
SERVICE LAVATORY
VEHICLES SERVICE
VEHICLE

TOW
VEHICLE

É
É

POTABLE WATER BULK CARGO

VEHICLE DOLLY TRAIN

PASSENGER BULK CARGO

LOADING BRIDGES LOADER

CABIN
FUEL SERVICE VEHICLE SERVICE VEHICLE

NOTE: THE AIRCRAFT AUXILIARY POWER UNIT

SUPPLIES ELECTRICAL, PNEUMATIC AIR,
AND PRECONDITIONED AIR.

DMC005–43

5.0 TERMINAL SERVICING

5.1 AIRPLANE SERVICING ARRANGEMENT (TYPICAL)
5.1.1 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND
MODEL MD-11

5–1
 FUEL SERVICE VEHICLE

CARGO PALLET TRAIN

CARGO LOADER EXTENSION

CONTAINER DOLLY
TRAIN
LOWER DECK
CARGO LOADER LOWER DECK CARGO
LOADER
GALLEY SERVICE
VEHICLES LAVATORY
SERVICE
VEHICLE

TOW
VEHICLE

ÉÉ
ÉÉ
POTABLE WATER
VEHICLE

BULK
CARGO
DOLLY
PASSENGER TRAIN
LOADING BRIDGE
BULK CARGO
LOADER
FUEL SERVICE VEHICLE
MAIN DECK
CARGO LOADER

CARGO PALLET TRAIN

NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES

ELECTRICAL, PNEUMATIC AIR, AND PRECONDITIONED AIR.

DMC005–44

5.0 TERMINAL SERVICING

5.1.2 AIRPLANE SERVICING ARRANGEMENT — TYPICAL TURNAROUND
MODEL MD-11 COMBI

5–2
 FUEL SERVICE VEHICLE

CARGO PALLET TRAIN

LOWER DECK CARGO
LOADER WITH LD–3

LOWER DECK CARGO CONTAINER DOLLY

LOADER TRAIN

BULK CARGO
LOADER

MAIN-DECK
CARGO LOADER

BULK CARGO
TRAILER
CREW STAIRS

CARGO PALLET TRAIN

FUEL SERVICE VEHICLE

NOTE: THE AIRCRAFT AUXILIARY POWER UNIT SUPPLIES ELECTRICAL,

PNEUMATIC, AND PRECONDITIONED AIR

5.0 TERMINAL SERVICING

5.1.3 AIRLINE SERVICING ARRANGEMENT — TYPICAL TURNAROUND
MODEL MD-11F/CF
REV E
5–3
 TIME (MINUTES) 10 20 30 40 50

OPERA TIONS MIN

ENGINE RUNDOWN 1.0

CHECK LOGBOOK 1.5 51.4 MINUTES
WALKAROUND INSPECTION 9.0
CHECK LOGBOOK 1.5

DUTIES
MONITOR ENGINES 3.0

COCKPIT CREW
CLEAR FOR DEPARTURE 1.0

POSITION PASSENGER BRIDGE 0.5

DEPLANE PASSENGERS 5.6
CABIN SER VICING (9-MAN CREW) 19.5
SERVICE FORWARD AND MID GALLEY 25.6
SER VICE AFT GALLEY 27.1
ENPLANE PASSENGERS 16.2

PASSENGER SER VICE

5–4
REMOVE PASSENGER BRIDGE 0.5

FORWARD CONTAINER REMOVAL 18.0

AFT CONTAINER REMOVAL 14.0
BULK CARGO REMOVAL 12.8
FORWARD CONTAINER LOADING 18.0
AFT CONTAINER LOADING 14.0
BULK CARGO LOADING 12.8

BAGGAGE AND CARGO

FUEL SERVICES 16.6
LAVATORY SERVICE 15.3

OTHER
SER VICE
POTABLE WATER SERVICE 13.8

NOTES: 1. CRITICAL TIME PATH 4. 1,562-GPM REFUELING RATE USING TWO HYDRANT VEHICLES
2. ESTIMATES BASED ON 34 FIRST CLASS AND 289 COACH 5. UPPER GALLEY CONFIGURATION WITH FWD, MID, AND AFT GALLEYS
3. DEPLANING AND ENPLANING THROUGH DOORS NO. 1 AND 2 6. AFT GALLEY CLOSED OFF DURING PART OF PASSENGER ENPLANEMENT

5.2 TERMINAL OPERATIONS, TURNAROUND

5.2.1 TURNAROUND
MODEL MD-11
 TIME (MINUTES) 10 20 30

OPERATIONS MIN

ENGINE RUNDOWN 1.0

CHECK LOGBOOK 1.5 23.6 MINUTES
WALKAROUND INSPECTION 9.0
CHECK LOGBOOK 1.5

DUTIES
MONITOR ENGINES 3.0

COCKPIT CREW
CLEAR FOR DEPARTURE 1.0

POSITION PASSENGER BRIDGE 0.5

DEPLANE PASSENGERS 3.0
CABIN SERVICING (2-MAN CREW) 6.7
SERVICE MID GALLEY 7.6
SERVICE FORWARD AND AFT GALLEY 6.7
ENPLANE PASSENGERS 9.0

PASSENGER SERVICE

5–5
REMOVE PASSENGER BRIDGE 0.5

FORWARD CONTAINER REMOVAL 10.0

AFT CONTAINER REMOVAL 8.0
BULK CARGO REMOVAL 7.1
FORWARD CONTAINER LOADING 7.7
AFT CONTAINER LOADING 6.2
BULK CARGO LOADING 7.1

BAGGAGE AND CARGO

FUEL SERVICES (TIME AVAILABLE) 12.0
LAVATORY SERVICE 9.1

OTHER
SERVICE
POTABLE WATER SERVICE 5.4

NOTES: 1. CRITICAL TIME PATH 5. 962-GPM REFUELING RATE USING TWO TRUCKS
2. 55 -PERCENT LOAD FACTOR; 17 FIRST CLASS AND 160 COACH 6. UPPER GALLEY CONFIGURATION WITH FWD, MID, AND AFT GALLEYS
3. DEPLANING THROUGH DOORS NO. 1 AND 2 7. AFT GALLEY CLOSED OFF DURING PART OF PASSENGER ENPLANEMENT
4. ENPLANING FIRST CLASS PSGRS THROUGH NO. 1 DOOR AND
COACH PSGRS THROUGH NO. 2 DOOR

5.3 TERMINAL OPERATIONS, EN ROUTE STATION

MODEL MD-11
 FUEL VENT

FUEL

PRECONDITIONED AIR JACK POINT

JACK POINT

ELECTRICAL
LAVATORY

ÉÉ
ÉÉ
PNEUMATIC HYDRAULIC

POTABLE WATER
JACK POINT FUEL VENT

FUEL

FUEL VENT

PRECONDITIONED AIR

FUEL VENT

LAVATORY
POTABLE WATER FUEL VENT
FUEL
ELECTRICAL
PNEUMATIC

SCALE

0 5 10 m

0 10 20 30 FT

5.4 GROUND SERVICE CONNECTIONS DMC005–48

MODEL MD–11

5–6
 DISTANCE AFT DISTANCE FROM
HEIGHTABOVE GROUND
OF NOSE AIRPLANE CENTERLINE

RIGHT SIDE LEFT SIDE MINUMUM MAXIMUM

FT — IN. METERS FT — IN. METERS FT — IN. METERS FT — IN. METERS FT — IN. METERS
5.4.1 HYDRAULIC SYSTEM
TWO SER VICE CONNECTIONS:
A. SERVICE PANEL CONTAINING PRESSURE AND TEST STAND
CONNECTIONS, 3,000 PSI (21 MPa) AT 50 GPM (189 lPM) MAXIMUM 126 – 0 38.40 4–2 1.27 9–1 2.77 9–8 2.95
B. RESERVOIR FILL CONNECTIONS, 60 PSI (414 kPA) 118 – 10 36.22 3–4 1.02 9–5 2.87 10 – 0 3.05
5.4.2 ELECTRICAL SYSTEM
TWO SERVICE CONNECTIONS, 90 KVA, EA. 115 VOL T, 400 HZ ,3 PHASE 30 – 6 9.30 1–2 0.36 7–4 2.24 8–9 2.67
5.4.3 OXYGEN — INDEPENDENTAIRCREW AND PASSENGER SYSTEMS
CYLINDER IN AVIONICS COMPARTMENT, CONNECTED TO MANIFOLD. PORTABLE
AIRCREW OXYGEN SYSTEM
CYLINDER FOR CREW INFLIGHT COMPARTMENT. CHEMICAL OXYGEN SYSTEM IN
PASSENGER OXYGEN SYSTEM MODULES IN OVERHEAD STORAGE RACKS, LAVATORIES, AND ATTENDANT STA-
TIONS, PORTABLE CYLINDERS FOR FIRST AID

5.4.4 FUEL SYSTEM

TWO PRESSURE SERVICE POINTS IN EACH WING LEADING EDGE.
1,250 GPM (4,731 lPM) THROUGH 2 POINTS — 1,600 GPM (6,056 lPM)
THROUGH 4 POINTS AT 50 PSIG (345 kPA)
TOTAL USABLE CAPACITY
38,652 U.S. GALLONS (146,296 l)
6,075 U.S. GALLONS (22,945 l) EACH WING TANK 1
AND 2
9,767.9 U.S. GALLONS (36,968 l) NUMBER 2 TANK
13,001 U.S. GALLONS (49,208 l) CTR WING
AUX TANK UPPER
1,643 U.S. GALLONS (6,217 l) UNDER WING
AUX TANK LOWER

5–7
2,000 U.S. GALLONS (7,570 l) TAIL AUX TANK
RIGHT WING SERVICE RECEPTACLES 107 – 10 32.87 42 – 3 12.88 14 – 8 4.47 15 – 5 4.70
LEFT WING SERVICE RECEPTACLES 107 – 10 32.87 42– 3 12.88 14 – 8 4.47 15 – 5 4.70
FUEL VENT WING RIGHT 124 – 3 37.87 58 – 4 17.78 14 – 0 4.27 15 – 1 4.60
FUEL VENT WING LEFT 124 – 3 37.87 58 – 4 17.78 14 – 0 4.27 15 – 1 4.60
TAIL AUX TANK VENT 179 – 9 54.79 15 – 8 4.78 19 – 4 5.89 21 – 3 6.48
5.4.5 PNEUMATIC SYSTEM
TWO 3-IN. SERVICE CONNECTIONS FOR ENGINE START AND AIR
25 – 2 7.67 6–7 2.01 10 – 10 3.30 12 – 4 3.76
CONDITIONING
5.4.6 PRECONDITIONED AIR
TWO 8-IN. CONNECTIONS FOR AIR CONDITIONING 15 – 2 4.62 6–2 1.88 12 – 3 3.73 13 – 11 4.24
5.4.7 POTABLE WATER SYSTEM
ONE SER VICE CONNECTION
40 – 6 12.34 3–4 1.02 8–0 2.44 9–1 2.77
FOUR-T ANK SYSTEM
64 U.S. GALLONS EACH (242 l) — TOTAL SYSTEM CAPACITY 256 GAL
(969 LITERS)
5.4.8 LAVATORY SYSTEM
NUMBER OF TOILETS SER VICE LOCATION
1 (1 ) FORW ARD (2 )
UP TO 12 AFT 13 – 10 (2) 4.22 (2) CL CL CL CL 9 – 5 (2) 2.87 (2) 10 – 8 (2) 3.25 (2)
163 – 8 49.89 9–9 2.97 11 – 3 3.43
SER VICE CAPACITIES CL CL CL CL
WASTE HOLDING 260 U.S. GALLONS (984 l)

(1 ) FREIGHTER – 1 TOILET FOR WARD LOCATION

(2 ) FREIGHTER ONLY

5.4 GROUND SERVICE CONNECTION DATA

MODEL MD-11

REV E
 118

240 110

CF6-80C2D1F
MAXIMUM ALLOWABLE PNEUMATIC 100
220 SYSTEM PRESSURE 51 PSIG
(65.7 PSIA AT SEA LEVEL)

200 90
REQUIRED AIRFLOW (LB/MIN)

180
80

(kg/MIN)
160
70

140
60

120
50

100

40
80 MAXIMUM ALLOWABLE PNEUMATIC
SYSTEM TEMPERATURE 500°F (260°C)
30
60
0 10 20 30 40 50 60 70 80 (PSIA)

1.0 2.0 3.0 4.0 5.0 (kg/cm2ABS)

PRESSURE AT GROUND CONNECTOR

70 5.0
REQUIRED PRESSURE AT GROUND

MAXIMUM ALLOWABLE PNEUMATIC SYSTEM

PRESSURE 51 PSIG 4.5
60
CONNECTOR (PSIA)

4.0
(kg/cm ABS)

50
2

3.5

FOR A 46-SECOND START AT SEA LEVEL* 3.0

40
2.5
30
2.0

20 1.5
–40 –20 0 20 40 60 80 100 120 (°F)

-40 -30 -20 -10 0 10 20 30 40 50 (°C)

AMBIENT AIR TEMPERATURE

* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CAN
BE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.
DMC005–49

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS

MODEL MD-11 GE ENGINE

5–8
 190
400
180
PW4460
MAXIMUM ALLOWABLE PNEUMATIC 170
SYSTEM PRESSURE 51 PSIG
350 (65.7 PSIA AT SEA LEVEL) 160

150
REQUIRED AIRFLOW (LB/MIN)

300 140
130

(kg/MIN)
120
250
110

100
200
90

80
150 70

60

50
100
MAXIMUM ALLOWABLE PNEUMATIC 40
SYSTEM TEMPERATURE 500°F (260°C)
30
50
0 10 20 30 40 50 60 70 80 PSIA

1.0 2.0 3.0 4.0 5.0 (kg/cm2ABS)

PRESSURE AT GROUND CONNECTOR

70 5.0
REQUIRED PRESSURE AT GROUND

MAXIMUM ALLOWABLE PNEUMATIC SYSTEM

PRESSURE 51 PSIG 4.5
60
CONNECTOR (PSIA)

4.0
(kg/cm ABS)

50 3.5
2

FOR A 46-SECOND START AT SEA LEVEL*

3.0
40
2.5
30
2.0

20 1.5
–40 –20 0 20 40 60 80 100 120 (°F)

-40 -30 -20 -10 0 10 20 30 40 50 (°C)

AMBIENT AIR TEMPERATURE

* THERE IS NO SATISFACTORY DEFINITION FOR “REQUIRED PRESSURE AT GROUND CONNECTOR” SO THAT A SINGLE LINE CAN
BE DEPICTED. THE LINE DEPICTED IS FOR A 46-SECOND START TIME, WHICH IS AN ARBITRARY VALUE.
DMC005–50

5.5 ENGINE STARTING PNEUMATIC REQUIREMENTS

MODEL MD-11 P&W ENGINE

5–9
 AIR SUPPLY PRESSURE
(kg/cm2 ABS) 1.0 1.2 1.4 1.6 1.8
(PSIA) 16 20 24 28
180 400 HEATING
TOTAL AIRFLOW (kg/MIN)

160 360

320
LB/MIN

140

280
120

240
100

200
0 20 40 60 80
MINUTES TO HEAT CABIN TO 75°F (24°C)
• INITIAL CABIN TEMPERATURE –25°F (–32°C) • DULL DAY
• OUTSIDE AIR TEMPERATURE –40°F (–40°C) • NO CABIN OCCUPANTS OR ELECTRICAL LOAD
• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG
• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED
ABOVE O.A.T • THREE-PACK OPERATION
• DOORS CLOSED

AIR SUPPLY PRESSURE

(kg/cm2 ABS) 1.0 1.2 1.4 1.6 1.8

(PSIA) 25 30 35 40 45
400
180
COOLING
TOTAL AIRFLOW (kg/MIN)

160 350
LB/MIN

140
300

120
250

100

200
0 2040 60 80 100
MINUTES TO COOL CABIN TO 75 F (24 C)
• INITIAL CABIN TEMPERATURE 115°F (46°C) • BRIGHT DAY
• OUTSIDE AIR TEMPERATURE 103°F (40°C) REL HUM 42% • NO CABIN OCCUPANTS OR ELECTRICAL LOAD
• MAX TEMPERATURE AT GROUND CONN 440°F (227°C) • MAX ALLOWABLE SUPPLY PRESSURE 45 PSIG
• MIN TEMPERATURE NOT LESS THAN 200°F (93°C) • BOTH GROUND CONNECTIONS USED
ABOVE O.A.T • THREE-PACK OPERATION
• DOORS CLOSED

DMC005–51
5.6 GROUND PNEUMATIC POWER REQUIREMENTS
MODEL MD-11

5–10
 CONDITIONED AIR GROUND CART
(LB/MIN) REQUIREMENTS USING BOTH CONNECTORS
600

PRESSURE AT GROUND CONNECTION (INCHES OF WATER)

(kg/MIN)
260 25

500 20
220
1 17
15 1 CABIN AT 75°F (24°C), 410 OCCUPANTS,
4 BRIGHT DAY (SOLAR IRRADIATION),
400 103°F (39°C) DAY
TOTAL AIRFLOW

180
10 SAME AS 1 EXCEPT CABIN AT 85°F
2 2
3 5 6 (29°C)
300 SAME AS 1 EXCEPT CABIN AT 70°F
140 3
(21°C), NO CABIN OCCUPANTS,
FIVE CREW MEMBERS ONLY
5

4 CABIN AT 70°F (21°C), 50 CABIN

100 200 OCCUPANTS, OVERCAST DAY (NO
3 SOLAR IRRADIATION), 0°F (–18°C) DAY

5 SAME AS 4 EXCEPT –20°F

(–29°C) DAY
60
100 1
30 50 70 90 110 (°F) 6 SAME AS 4 EXCEPT –40°F
(–40°C) DAY
0 10 20 30 40 (°C)
AIR SUPPLY TEMPERATURE MAXIMUM ALLOWABLE TEMPERATURE
190°F (88°C)
CONDITIONED AIR GROUND CART
(LB/MIN) REQUIREMENTS USING ONE CONNECTOR MAXIMUM ALLOWABLE PRESSURE AT
600 GROUND CONNECTION (25 INCHES WATER)
PRESSURE AT GROUND CONNECTION (INCHES OF WATER)

(kg/MIN)
260 40

35
500
220 30
1
25
4
400
TOTAL AIRFLOW

180 20
6
5 15
3 2
300
140
10

7
100 200 5

60 2
100
30 50 70 90 110 (°F)

0 10 20 30 40 (°C)
AIR SUPPLY TEMPERATURE DMC005–53–54

5.7 PRECONDITIONED AIRFLOW REQUIREMENTS

MODEL MD-11

5–11
 DRAWBAR PULL
30 AIRPLANE
GROSS WEIGHT
60 300
633
600
DRY CONCRETE OR ASPHALT m = 0.8 WET ASPHALT
m = 0.75 550 250

500
20 450
200
40
(1,000 LB)
(1,000 kg)

400
WET CONCRETE 350
m = 0.57 150
300

(1,000 kg)
(1,000 LB)
250
100
10 20
HARD SNOW m = 0.2

BACKING

5–12
AGAINST
ICE m = 0.05 NO GROUND
ENGINE IDLE
THRUST THRUST
0 0
(1,000 LB) 0 20 40 60 80 0 1 2 3 4
PERCENT SLOPE

(1,000 kg) 0 10 20 30 40
TOTAL TRACTION WHEEL LOAD

· UNUSUAL BREAKAWAY CONDITIONS NOT REFLECTED

· ESTIMATED FOR TOW VEHICLES WITH RUBBER TIRES

· COEFFICIENTS OF FRICTION (m ) — APPROXIMATE

5.8 GROUND TOWING REQUIREMENTS

MODEL MD-11

REV E
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REV E
5-13
6.0 OPERATING CONDITIONS

6.1 Jet Engine Exhaust Velocities and

Temperatures
6.2 Airport and Community Noise
 NOTES: 1. ENGINE CF6-80C2
2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY
ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
FEET METERS 3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
80 4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS
DISTANCE FROM

5. SEA LEVEL STATIC — STANDARD DAY

20
AIRPLANE CL

60 6. ALL ENGINES AT SAME THRUST

15
40 35
10 45
20 5 35
45
0 CL
PLAN

-100 0 50 100 150 200 250 300 350 400 450 500
FEET

METERS 0 15 30 45 60 75 90 105 120 135 150

HEIGHT ABOVE GROUND

FEET METERS AXIAL DISTANCE BEHIND AIRPLANE

6–1

80
20
60
15
40
10
20 5 35 45 35
45
0
ELEVATION GROUND PLANE

CONVERSION FACTOR
1 MPH = 1.6 km PER HOUR

6.0 OPERATING CONDITIONS

6.1 JET ENGINE EXHAUST VELOCITIES AND TEMPERATURES
6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)
MODEL MD-11 GE ENGINE
 NOTES: 1. ENGINE PW4460
2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY
ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
FEET METERS 3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS
80 5. SEA LEVEL STATIC — STANDARD DAY
DISTANCE FROM

20 6. ALL ENGINES AT SAME THRUST

AIRPLANE CL

60
15 35
40
10
20 5 35

0 CL
PLAN

–100 FEET 0 50 100 150 200 250 300 350 400 450 500

METERS 0 15 30 45 60 75 90 105 120 135 150

FEET METERS AXIAL DISTANCE BEHIND AIRPLANE
HEIGHT ABOVE GROUND
6–2

80
20
60
15
40 35
10
20 35
5

ELEVATION GROUND PLANE

CONVERSION FACTOR
1 MPH = 1.6 km PER HOUR

6.1.1 JET ENGINE EXHAUST VELOCITY CONTOURS, IDLE POWER (ESTIMATED)

MODEL MD-11 P&W ENGINE
6–3

6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)

MODEL MD-11 GE ENGINE
 NOTES: 1. ENGINE PW4000
2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY
ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS
5. RAMP GRADIENT WILL AFFECT REQUIRED TAXI AND BREAKAWAY THRUST
6. SEA LEVEL STATIC — STANDARD DAY
7. ALL ENGINES AT SAME THRUST
8. 605,500 LB GROSS WEIGHT
FEET METERS
80
DISTANCE FROM
AIRPLANE CL

20
60
35
15
40
10 45
20 5 60
75
0 CL
PLAN

–100 FEET 0 50 100 150 200 250 300 350 400 450 500
6–4

METERS 0 15 30 45 60 75 90 105 120 135 150

FEET METERS AXIAL DISTANCE BEHIND AIRPLANE
HEIGHT ABOVE GROUND

80
20
60
15
40
10 35
75 60 45
20 5

ELEVATION GROUND PLANE

CONVERSION FACTOR
1 MPH = 1.6 km PER HOUR

6.1.2 JET ENGINE EXHAUST VELOCITY CONTOURS, BREAKAWAY POWER (ESTIMATED)

MODEL MD-11 P&W ENGINE
 NOTES: 1. ENGINE CF6-80C2D1F
2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY
ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER.
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR.
4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS
5. SEA LEVEL STATIC — STANDARD DAY
6. ALL ENGINES AT SAME THRUST
35
FEET METERS 45
80
DISTANCE FROM

60
AIRPLANE CL

20
60
75
15
40 100
10
150
20 5
200
0 CL
PLAN
6–5

-100 0 50 100 150 200 250 300 350 400 450 500
FEET

METERS 0 15 30 45 60 75 90 105 120 135 150

HEIGHT ABOVE GROUND

FEET METERS AXIAL DISTANCE BEHIND AIRPLANE

80
20 35
60 45
15 60
40 75
10
20 150 100
5
200
0
ELEVATION GROUND PLANE

CONVERSION FACTOR
1 MPH = 1.6 km PER HOUR

6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)

MODEL MD-11 GE ENGINE
 NOTES: 1. ENGINE PW4460
2. THESE CONTOURS ARE TO BE USED AS GUIDELINES ONLY SINCE THE
OPERATIONAL ENVIRONMENT VARIES GREATLY — OPERATIONAL SAFETY
ASPECTS ARE THE RESPONSIBILITY OF THE USER OR PLANNER
3. ALL VELOCITY VALUES ARE STATUTE MILES PER HOUR
4. CROSSWINDS WILL HAVE CONSIDERABLE EFFECT ON CONTOURS
5. SEA LEVEL STATIC — STANDARD DAY
6. ALL ENGINES AT SAME THRUST
35 MPH TO 1,865 FT (568 m)
35
45 MPH TO 1,365 FT (416 m)
FEET METERS 45
80 60 MPH TO 945 FT (288 m)
60
DISTANCE FROM
AIRPLANE CL

20
60 75 75 MPH TO 710 FT (216 m)
15
40 100
10
20 5 200 150

0 CL
PLAN
6–6

–100 FEET 0 50 100 150 200 250 300 350 400 450 500

METERS 0 15 30 45 60 75 90 105 120 135 150

FEET METERS AXIAL DISTANCE BEHIND AIRPLANE
HEIGHT ABOVE GROUND

80
35 MPH TO 1,865 FT (568 m)
20 35
60
45
15 60
40 75
10
200 150
20 100
5

ELEVATION GROUND PLANE

CONVERSION FACTOR
1 MPH = 1.6 km PER HOUR

6.1.3 JET ENGINE EXHAUST VELOCITY CONTOURS, TAKEOFF POWER (ESTIMATED)

MODEL MD-11 P&W ENGINE
6.1.4 Jet Engine Exhaust Temperature (MD-11, All Engine Models)

Jet engine exhaust temperature contour lines have not been presented because the adverse effects of
exhaust temperature at any given position behind the aircraft fitted with these high-bypass engines are
considerably less than the effects of exhaust velocity.

6–7
6.2 Airport and Community Noise

Airport noise is of major concern to the airport and community planner. The airport is a major element of
the community’s transportation system and, as such, is vital to its growth. However, the airport must also
be a good neighbor, and this can be accomplished only with proper planning. Since aircraft noise extends
beyond the boundaries of the airport, it is vital to consider the impact on surrounding communities. Many
means have been devised to provide the planner with a tool to estimate the impact of airport operations.
Too often they oversimplify noise to the point where the results become erroneous. Noise is not a simple
subject; therefore, there are no simple answers.

The cumulative noise contour is an effective tool. However, care must be exercised to ensure that the
contours, used correctly, estimate the noise resulting from aircraft operations conducted at an airport.

The size and shape of the single-event contours, which are inputs into the cumulative noise contours, are
dependent upon numerous factors. They include:

1. Operational Factors

(a) Aircraft Weight — Aircraft weight is dependent on distance to be traveled, en route

winds, payload, and anticipated aircraft delay upon reaching the destination.

(b) Engine Power Settings — The rates of ascent and descent and the noise levels emitted at
the source are influenced by the power setting used.

(c) Airport Altitude — Higher airport altitude will affect engine performance and thus can
influence noise.

2. Atmospheric Conditions — Sound Propagation

(a) Wind — With stronger headwinds, the aircraft can take off and climb more rapidly
relative to the ground. Also, winds can influence the distribution of noise in surrounding
communities.

(b) Temperature and Relative Humidity — The absorption of noise in the atmosphere along
the transmission path between the aircraft and the ground observer varies with both
temperature and relative humidity.

3. Surface Condition — Shielding, Extra Ground Attenuation (EGA)

Terrain — If the ground slopes down after takeoff or up before landing, noise will be reduced
since the aircraft will be at a higher altitude above the ground. Additionally, hills, shrubs,
trees, and large buildings can act as sound buffers.

6–8
All of these factors can alter the shape and size of the contours appreciably. To demonstrate the effect of
some of these factors, estimated noise level contours for two different operating conditions are shown
below. These contours reflect a given noise level upon a ground level plane at runway elevation.

CONDITION 1

LANDING: TAKEOFF:
MAXIMUM DESIGN LANDING WEIGHT MAXIMUM DESIGN TAKEOFF WEIGHT
10-KNOT HEADWIND ZERO WIND
3-DEG APPROACH 84oF
84oF HUMIDITY 15%
HUMIDITY 15%
CONDITION 2
CONDITION 1

CONDITION 2

LANDING: TAKEOFF:
85% OF MAXIMUM DESIGN LANDING WEIGHT 80% OF MAXIMUM DESIGN TAKEOFF WEIGHT
10-KNOT HEADWIND 10-KNOT HEADWIND
3-DEG APPROACH 59oF
59oF HUMIDITY 70%
HUMIDITY 70%

As indicated by these data, the contour size varies substantially with operating and atmospheric
conditions. Most aircraft operations are, of course, conducted at less than maximum gross weights
because average flight distances are much shorter than maximum aircraft range capability and average
load factors are less than 100 percent. Therefore, in developing cumulative contours for planning
purposes, it is recommended that the airlines serving a particular city be contacted to provide operational
information.

In addition, there are no universally accepted methods for developing aircraft noise contours or for
relating the acceptability of specific noise zones to specific land uses. It is therefore expected that noise
contour data for particular aircraft and the impact assessment methodology will be changing. To ensure
that currently available information of this type is used in any planning study, it is recommended that it be
obtained directly from the Office of Environmental Quality in the Federal Aviation Administration in
Washington, D.C.

It should be noted that the contours are shown here only to illustrate the impact of operating and
atmospheric conditions and do not represent the single-event contour of the family of aircraft described in
this document. It is expected that the cumulative contours will be developed as required by planners using
the data and methodology applicable to their specific study.

REV E
6–9
7.0 PAVEMENT DATA

7.1 General Information

7.2 Footprint
7.3 Maximum Pavement Loads
7.4 Landing Gear Loading on Pavement
7.5 Flexible Pavement Requirements
7.6 Flexible Pavement Requirements, LCN
Conversion
7.7 Rigid Pavement Requirements
7.8 Rigid Pavement Requirements, LCN
Conversion
7.9 ACN-PCN Reporting System; Flexible
and Rigid Pavements
7.0 PAVEMENT DATA

7.1 General Information

A brief description of the pavement charts that follow will help in their use for airport planning.
Each airplane configuration is shown with a minimum range of four loads imposed on the main
landing gear to aid in interpolation between the discrete values shown. All curves are plotted at
constant specified tire pressure at the highest certified weight for each model.

Section 7.2 presents basic data on the landing gear footprint configuration, maximum design
taxi loads, and tire sizes and pressures.

Maximum pavement loads for certain critical conditions at the tire-to-ground interface are
shown in Section 7.3, with the tires having equal loads on the struts.

Pavement requirements for commercial airplanes are customarily derived from the static
analysis of loads imposed on the main landing gear struts. The chart in Section 7.4 is provided
in order to determine these loads throughout the stability limits of the airplane at rest on the
pavement. These main landing gear loads are used as the point of entry to the pavement design
charts, interpolating load values where necessary.

The flexible pavement design curves (Section 7.5) are based on procedures set forth in
Instruction Report No. S-77-1, "Procedures for Development of CBR Design Curves," dated
June 1977, and as modified according to the methods described in ICAO Aerodrome Design
Manual, Part 3, Pavements, 2nd Edition, 1983, Section 1.1 (The ACN-PCN Method), and
utilizing the alpha factors approved by ICAO in October 2007. Instruction Report No. S-77-1
was prepared by the U.S. Army Corps of Engineers Waterways Experiment Station, Soils and
Pavements Laboratory, Vicksburg, Mississippi.

The following procedure is used to develop the curves, such as shown in Section 7.5:

1. Having established the scale for pavement depth at the bottom and the scale for CBR at the
top, an arbitrary line is drawn representing 6,000 annual departures.

2. Values of the aircraft gross weight are then plotted.

3. Additional annual departure lines are drawn based on the load lines of the aircraft gross
weights already established.

4. an additional line representing 10,000 coverages (used to calculate the flexible-pavement

Aircraft Classification Number) is also placed.

Subsection 7.6 provides LCN conversion curves for flexible pavements. These curves have
been plotted using procedures and curves in the Internation Civil Aviation Organization
(ICAO) Aerodrome Design Manual, Part 3 – Pavements, Document 9157-AN/901, 1977.

JUNE 2010 7-1 REV F

Subsection 7.7 provides rigid pavement design curves prepared with the use of the Westergaard equations
in general accord with the relationships outlined in the 1955 edition of Design of Concrete Airport
Pavement, published by the Portland Cement Association, 33 W. Grand Ave., Chicago, Illinois, but
modified to the new format described in the 1968 Portland Cement Association publication, Computer
Program for Airport Pavement Design by Robert G. Packard. The following procedure is used to develop
the rigid pavement design curves.

1. Having established the scale for pavement thickness to the left and the scale for allowable
working stress to the right, an arbitrary load line is drawn representing the main landing gear
maximum weight to be shown.

2. All values of the subgrade modulus (K-values) are then plotted using the maximum load line,
as shown.

3. Additional load lines for the incremental value of weight on the main landing gear are then
established on the basis of the curve for K = 300 lb/in.3 already established.

Subsection 7.8 presents LCN conversion curves for rigid pavements. These curves have been plotted
using procedures and curves in the ICAO Aerodrome Design Manual, Part 3 — Pavements, Document
9157-AN/901, 1977. The same charts include plots of equivalent single-wheel load versus radius of
relative stiffness. The LCN requirements are based on the condition of center-of-slab loading. Radii of
relative stiffness values are obtained from Subsection 7.8.1.

Subsection 7.9 provides ACN data prepared according to the ACN-PCN system described in Aerodromes,
Annex 14 to the Convention on International Civil Aviation. ACN is the Aircraft Classification Number
and PCN is the corresponding Pavement Classification Number.

ACN-PCN provides a standardized international airplane/pavement rating system replacing the various S,
T, TT, LCN, AUW, ISWL, etc., rating systems used throughout the world. An aircraft having an ACN
equal to or less than the PCN can operate without restriction on the pavement. Numerically, the ACN is
two times the derived single-wheel load expressed in thousands of kilograms, where the load is on a
single tire inflated to 1.25 MPa (181 psi) that would have the same pavement requirements as the aircraft.
Computationally, the ACN-PCN system uses PCA program PDILB for rigid pavements and S-77-1 for
flexible pavements to calculate ACN values. The method of pavement evaluation is the responsibility of
the airport, with the results of its evaluation presented as follows:

REV D

7–2
 REPORT EXAMPLE: PCN 80/R/B/W/T

PAVEMENT PAVEMENT SUBGRADE TIRE EVALUATION

CLASSIFI- CODE TYPE CODE CATEGORY PRESSURE CODE METHOD
CATION CODE CATEGORY
PCN NUMBER R RIGID A HIGH T TECHNICAL
(K = 150 W HIGH
F FLEXIBLE U USING
(s) (BEARING MN/M3) (NO LIMIT)
AIRCRAFT
STRENGTH (OR CBR
X MEDIUM
FOR UN- = 15%)
(LIMITED TO
RESTRICTED
B MEDIUM 1.75 MPa)
OPERATIONS)
(K = 80
Y LOW
MN/M3)
(LIMITED TO
(OR CBR
1.25 MPa)
= 10%)
Z VERY LOW
C LOW
(LIMITED TO
(K = 40
0.5 MPa)
MN/M3)
(OR CBR Chap7–Text64
= 6%)
D ULTRA
LOW
(K = 20
MN/M3)
(OR CBR
= 3%)

7–3
 MAXIMUMRAMP WEIGHT 633,000 LB (287,129 kg)

PERCENT OF WEIGHT ON MAIN GEAR SEE SECTION 7.4

NOSE TIRE SIZE 40 x 15.5 — 16

NOSE TIRE PRESSURE 180 PSI (12.7 kg/cm 2 )

WING AND CENTER GEAR TIRE SIZE H54 x 21.0 — 24

WING GEAR TIRE PRESSURE 206 PSI (14.4 kg/cm 2 )

CENTER GEAR TIRE PRESSURE 180 PSI (12.7 kg/cm 2 )

64 IN. (163 cm)

TYP

TYP

54 IN. (137 cm) 37.5 IN. 41 FT 3 IN.

25 IN. (64 cm)
(95 cm) (12.57 m)

35 FT
(10.67 m)
30 IN. (76 cm)

80 FT 9 IN. (24.61 m)

7.2 FOOTPRINT
MODEL MD-11

REV E
7–4
 HW

HC
VN VW VC

PAVEMENT LOADS FOR CRITICAL COMBINATIONS OF WEIGHT AND CG POSITIONS

VN = VERTICAL NOSE GEAR GROUND LOAD PER STRUT
VW = VERTICAL WING GEAR GROUND LOAD PER STRUT
VC = VERTICAL CENTER GEAR GROUND LOAD PER STRUT
HW = HORIZONTAL WING GEAR GROUND LOAD PER STRUT FROM BRAKING
HC = HORIZONTAL CENTER GEAR GROUND LOAD PER STRUT FROM BRAKING

NOSE GEAR (1) WING GEAR (2) CENTER GEAR (1)

FORWARD CG AFT CG AFT CG

VN VN VW HW VC HC

MODEL RAMP STEADY STEADY INST STEADY INST

MD-11 WEIGHT STATIC BRAKING* STATIC BRAKING* BRAKING** STATIC BRAKING* BRAKING**

LB 633,000 54,900 93,000 245,400 80,800 170,000 106,300 35,000 73,600

kg 287,129 24,903 42,184 111,313 36,651 77,112 48,218 15,876 33,385

* AIRCRAFT DECELERATION = 10 FT/SEC 2 . HW AND HC ASSUME DECELERATION FROM BRAKING ONLY

** INSTANTANEOUS BRAKING; COEFFICIENT OF FRICTION = 0.8

7.3 MAXIMUM PAVEMENT LOADS

MODEL MD-11
REV E
7–5
7.4 Landing Gear Loading on Pavement

7.4.1 Loads on the Main Landing Gear Group

For the MD-11, the main gear group consists of two wing gears plus one center gear.

In the example for the MD-11, the gross weight is 470,000 pounds, the percent of weight on the main
gears is 94.33 percent, and the total weight on the three main gears is 443,351 pounds.

REV E
7–6
 300
650 650

0 5 10 15 20 25 30 35 633

PERCENT MAC
275
600 600

550 550 250

WEIGHT ON MAIN LANDING GEAR GROUP (1,000 LB)

506.4

AIRCRAFT GROSS WEIGHT (1,000 LB)

500 500

AIRCRAFT GROSS WEIGHT (1,000 kg)

225

450 450
200

400 400

175

350 350

CG FOR ACN 150

CALCULATIONS

300 300

125

250 250

94.33
100

200
80 85 90 95 100
PERCENT WEIGHT ON MAIN GEAR

7.4 LANDING GEAR LOADING ON PAVEMENT

MODEL MD-11
REV E
7–7
7.5 Flexible Pavement Requirements — U.S. Army Corps of Engineers Method (S-77-1)

To determine the airplane weight that can be accommodated on a particular flexible pavement, the
thickness of the pavement, the subgrade CBR, and the annual departure level must be known.

In the example shown for the MD-11, for a CBR of 7.0, an annual departure level of 6,000, and a flexible
pavement thickness of 36 inches, the main gear group loading is 450,000 pounds.

The line showing 10,000 coverages is used for ACN calculations, which are shown in another subsection.

7–8
 NOTE: H54 x 21.0-24 TIRES; TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm2 )

SUBGRADE STRENGTH (CBR)

3 4 5 6 7 8 9 10 20 30 40 50

WEIGHT ON
MAIN GEARS
LB KG
250,000 (113,398)
300,000 (136,078)
350,000 (158,758)

400,000 (181,437)
450,000 (204,119)

500,000 (226,799)
597,100 (270,845)

MAX POSSIBLE MAIN

GEAR GROUP LOAD
AT MAX RAMP WEIGHT
AND AFT CG

10,000 COVERAGES
(USED FOR ACN
CALCULATIONS)

ANNUAL
DEPARTURES*
1,200
3,000

6,000
15,000
25,000

* 20 YEAR SERVICE LIFE

3 4 5 6 7 8 9 10 20 30 40 50
PAVEMENT THICKNESS (IN)

7.5 FLEXIBLE PAVEMENT REQUIREMENTS

U.S. ARMY CORPS OF ENGINEERS/FAA DESIGN METHOD
MODEL MD-11
REV E
7–9
7.6 Flexible Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular flexible airport pavement,
both the LCN of the pavement and the thickness (h) of the pavement must be known.

In the example for the MD-11, the flexible pavement thickness is 30 inches, the LCN is 76, and the main
landing gear group weight is 350,000 pounds.

7–10
 WEIGHT ON MAIN LANDING
GEAR GROUP
LB (kg)
160
597,100 (270,845) 80
150
MAX POSSIBLE MAIN H54 x 21.0-24 TIRES
GEAR LOAD AT MAX PRESSURE CONSTANT 70
140
RAMP WEIGHT AND AT 206 PSI (14.4 kg/cm 2 )
AFT CG 60
130 500,000 (226,800)

EQUIVALENT SINGLE-WHEEL LOAD (1,000 kg)

120 55
EQUIVALENT SINGLE-WHEEL LOAD (1,000 LB)

450,000 (204,120)
110 50

100 400,000 (181,440) 45

90
350,000 (158,760) 40

80
35
300,000 (136,080)
70
30
60 250,000 (113,400)
25
50
20
40
15
30

20 10
10 15 20 30 40 50 6070 80 30 40 60 80 100 200
FLEXIBLE PAVEMENT LOAD CLASSIFICATION
THICKNESS (IN.) NUMBER (LCN)

NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME MANUAL,
PART 2, PAR. 4.1.3

7.6 FLEXIBLE PAVEMENT REQUIREMENTS – LCN CONVERSION

MODEL MD-11

REV E
7–11
7.7 Rigid Pavement Requirements, Portland Cement Association Design Method

To determine the airplane weight that can be accommodated on a particular rigid pavement, the thickness
of the pavement, the subgrade modulus (k), and the allowable working stress must be known.

In the example for the MD-11, the rigid pavement thickness is 13.7 inches, the subgrade modulus is 150,
and the allowable working stress is 400 psi. For these conditions, the weight on the landing gear group is
450,000 pounds.

7–12
 (cm)
50 H54 x 21.0-24 TIRES
(IN.) (PSI)
TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm 2 )
1,200
19 (kg/cm 2 )

80
18 1,100
45
MAX POSSIBLE MAIN GEAR LOAD
AT MAX RAMP WEIGHT AND AFT CG
17 1,000 70

)
kg
45
,8
70
16 900

(2
40 )
kg

LB
99 60

ALLOWABLE WORKING STRESS

0
,7
PAVEMENT THICKNESS

10
6 g )
22 0k

7,
15 ( 800

59
2
LB 04,1 kg)
00
0 B ( 2 0
0, ,44
14 50 00 L (181 kg
) 700 50
35
5 0,0 LB , 7 60
4 00 8 g)
0,0 (15 0k
40 0 LB 6,08
P
13 U
O 600
0 13 g)
0,0 LB (
R
40
0k
G

35 0 0
R

0 3, 4
0,0
EA

12 11 500
30 B(
G

30 L
00
G

0,0
IN

25
D

30
N

11 400
LA
IN
A
M
N

10 300
O

25 20
T
H
G
EI
W

9 200

0
20 8 100

NOTE: THE VALUES OBTAINED BY USING THE MAX LOAD REFERENCE LINE AND ANY VALUES OF K ARE EXACT.
FOR LOADS LESS THAN MAX, THE CURVES ARE EXACT FOR K = 300, BUT DEVIATE SLIGHTLY FOR
OTHER VALUES OF K.
REF: DESIGN OF CONCRETE AIRPORT PAVEMENT, 1968 PORTLAND CEMENT ASSOCIATION
COMPUTER PROGRAM

7.7 RIGID PAVEMENT REQUIREMENTS,

PORTLAND CEMENT ASSOCIATION DESIGN METHOD
MODEL MD-11
REV E
7–13
7.8 Rigid Pavement Requirements, LCN Conversion

To determine the airplane weight that can be accommodated on a particular rigid airport pavement, both
the LCN of the pavement and the radius of relative stiffness must be known.

In the example for the MD-11, the rigid pavement radius of relative stiffness is 40 inches and the LCN is
78. For these conditions, the weight on the main landing gear group is 400,000 pounds.

The LCN charts use
-values based on Young’s Modulus (E) of 4 million psi and Poisson’s ratio (m) of
0.15. For convenience in finding
-values based on other values of E and m, the curves in chart 7.8.2 are
included. For example, to find an
-value based on an E of 3 million psi, the E-factor of 0.931 is
multiplied by the
-value found in Chart 7.8.1. The effect of variations in m on the
-value is treated in a
similar manner.

Note: If the resulting aircraft LCN is not more than 10 percent above the published pavement LCN, the
United Kingdom, which originated the LCN method, considers that the bearing strength of the pavement
is sufficient for unlimited use by the airplane. The figure of 10 percent has been chosen as representing
the lowest degree of variation in LCN which is significant. (Reference: ICAO Aerodrome Design
Manual, Part 3 — Pavements, Document 9157-AN/901, 1977 Edition.)

7–14
 H54 x 21.0-24 TIRES
TIRE PRESSURE CONSTANT AT 206 PSI (14.5 kg/cm 2 )
WEIGHT ON MAIN
LANDING GEAR 55
120 GROUP
MAX POSSIBLE LCN REQUIREMENTS
MAIN GEAR LOAD LB kg
ARE BASED ON
AT MAX RAMP CENTER-OF-SLAB 50
110 597,100 (270,845)
WEIGHT AND AFT LOADING
CG
EQUIVALENT SINGLE-WHEEL LOAD (1,000 LB)

EQUIVALENT SINGLE- WHEEL LOAD (1,000 kg)

100 45

90 500,00 (226,799)
40

450,000 (204,120)
80
35

70 400,000 (181,440)
30
350,000 (158,760)
60
25
300,000 (136,080)
50

20
250,000 (113,400)
40

15
30

10
20
20 30 40 50 60 70 80 30 50 70 90 100 200

RADIUS OF RELATIVE LOAD CLASSIFICATION

STIFFNESS (IN.) NUMBER (LCN)

NOTE: EQUIVALENT SINGLE-WHEEL LOADS ARE DERIVED BY METHODS SHOWN IN ICAO AERODROME
MANUAL, PART 2, PAR. 4.1.3

7.8.1 RIGID PAVEMENT REQUIREMENTS, LCN CONVERSION

MODEL MD-11
REV E
7–15
 RADIUS OF RELATIVE STIFFNESS
 
VALUES IN INCHES

 



    






WHERE: E = YOUNG’S MODULUS = 4 x 106 PSI

k = SUBGRADE MODULUS, LB/IN.3
d = RIGID-PAVEMENT THICKNESS, IN.
µ = POISSON’S RATIO = 0.15

d (IN.) k = 75 k = 100 k = 150 k = 200 k = 250 k = 300 k = 350 k = 400 k = 500 k = 550

6.0 31.48 29.30 26.47 24.63 23.30 22.26 21.42 20.72 19.59 19.13
6.5 33.43 31.11 28.11 26.16 24.74 23.64 22.74 22.00 20.80 20.31
7.0 35.34 32.89 29.72 27.65 26.15 24.99 24.04 23.25 21.99 21.47
7.5 37.22 34.63 31.29 29.12 27.54 26.32 25.32 24.49 23.16 22.61

8.0 39.06 36.35 32.85 30.57 28.91 27.62 26.58 25.70 24.31 23.74
8.5 40.88 38.04 34.37 31.99 30.25 28.91 27.81 26.90 25.44 24.84
9.0 42.67 39.71 35.88 33.39 31.58 30.17 29.03 28.08 26.55 25.93
9.5 44.43 41.35 37.36 34.77 32.89 31.42 30.23 29.24 27.65 27.00

10.0 46.18 42.97 38.83 36.14 34.17 32.65 31.42 30.39 28.74 28.06
10.5 47.90 44.57 40.28 37.48 35.45 33.87 32.59 31.52 29.81 29.11
11.0 49.60 46.16 41.71 38.81 36.71 35.07 33.75 32.64 30.87 30.14
11.5 51.28 47.72 43.12 40.13 37.95 36.26 34.89 33.74 31.91 31.16

12.0 52.94 49.27 44.52 41.43 39.18 37.44 36.02 34.84 32.95 32.17
12.5 54.59 50.80 45.90 42.72 40.40 38.60 37.14 35.92 33.97 33.17
13.0 56.22 52.32 47.27 43.99 41.61 39.75 38.25 36.99 34.99 34.16
13.5 57.83 53.82 48.63 45.26 42.80 40.89 39.35 38.06 35.99 35.14

14.0 59.43 55.31 49.98 46.51 43.98 42.02 40.44 39.11 36.99 36.12
14.5 61.02 56.78 51.31 47.75 45.16 43.15 41.51 40.15 37.97 37.08
15.0 62.59 58.25 52.63 48.98 46.32 44.26 42.58 41.19 38.95 38.03
15.5 64.15 59.70 53.94 50.20 47.47 45.36 43.64 42.21 39.92 38.98

16.0 65.69 61.13 55.24 51.41 48.62 46.45 44.70 43.23 40.88 39.92
16.5 67.23 62.56 56.53 52.61 49.75 47.54 45.74 44.24 41.84 40.85
17.0 68.75 63.98 57.81 53.80 50.88 48.61 46.77 45.24 42.78 41.78
17.5 70.26 65.38 59.48 54.98 52.00 49.68 47.80 46.23 43.72 42.70

18.0 71.76 66.78 60.35 56.16 53.11 50.74 48.82 47.22 44.66 43.61
19.0 74.73 69.54 62.84 58.48 55.31 52.84 50.84 49.17 46.51 45.41
20.0 77.66 72.27 65.30 60.77 57.47 54.92 52.84 51.10 48.33 47.19
21.0 80.55 74.97 67.74 63.04 59.62 56.96 54.81 53.01 50.13 48.95

22.0 83.41 77.63 70.14 65.28 61.73 58.98 56.75 54.89 51.91 50.69
23.0 86.24 80.26 72.52 67.49 63.83 60.98 58.68 56.75 53.67 52.41
24.0 89.04 82.86 74.87 69.68 65.90 62.96 60.58 58.89 55.41 54.11
25.0 91.81 85.44 77.20 71.84 67.95 64.92 62.46 60.41 57.14 55.79

REFERENCE: PORTLAND CEMENT ASSOCIATION DMC005–71

7.8.2 RADIUS OF RELATIVE STIFFNESS

7–16
 1.10
EFFECT OF E ON -VALUES
1.05

1.00

0.95
E FACTOR
0.90

0.85

0.80

0
0 1 2 3 4 5
E, YOUNG’S MODULUS (106, PSI)

1.015

EFFECT OF µ ON -VALUES

1.010

1.005

µ FACTOR
1.000

0.995

0
0 0.05 0.10 0.15 0.20 0.25
µ, POISSON’S RATIO

NOTE: BOTH CURVES ON THIS PAGE ARE USED TO ADJUST THE -VALUES
OF TABLE 7.8.2

DMC005–72

7.8.3 EFFECT OF E AND µ ON –VALUES

7–17
7.9 ACN –PCN REPORTING SYSTEM: FLEXIBLE AND RIGID PAVEMENTS

To determine the ACN of an aircraft on flexible or rigid pavement, both the aircraft gross
weight and the subgrade strength category must be known. The examples show that for
an aircraft gross weight of 440,000 lb and low subgrade strength, the ACN for flexible
pavement is 47.7 and the ACN for rigid pavement for the same gross weight is 50.

Note: An aircraft with an ACN equal to or less than the reported PCN can operate on
the pavement subject to any limitations on the tire pressure.

JUNE 2010 7-18 REV F

7.9.1 Development of ACN Charts

The ACN charts for flexible and rigid pavements were developed by methods referenced in the ICAO
Aerodrome Manual, Part 3 — Pavements, Document 9157-AN/901, 1983 Edition. The procedures used
in developing these charts are described below.

The following procedure was used to develop the flexible-pavement ACN charts already shown in this
subsection.

1. Determine the percentage of weight on the main gear to be used below in Steps 2, 3, and 4,
below. The maximum aft center-of-gravity position yields the critical loading on the critical
gear (see Subsection 7.4). This center-of-gravity position is used to determine main gear loads
at all gross weights of the model being considered.

2. Establish a flexible-pavement requirements chart using the S-77-1 design method, such as
shown on the right side of Figure 7.9.3. Use standard subgrade strengths of CBR 3, 6, 10, and
15 percent and 10,000 coverages. This chart provides the same thickness values as those of
Subsection 7.5, but is presented here in a different format.

3. Determine reference thickness values from the pavement requirements chart of Step 2 for
each standard subgrade strength and gear loading.

4. Enter the reference thickness values into the ACN flexible-pavement conversion chart shown
on the left side of Figure 7.9.3 to determine ACN. This chart was developed using the S-77-1
design method with a single tire inflated to 1.25 MPa (181 psi) pressure and 10,000 coverages.
The ACN is two times the derived single-wheel load expressed in thousands of kilograms.
These values of ACN were plotted as functions of aircraft gross weight, as already shown.

The following procedure was used to develop the rigid-pavement ACN charts already shown in this
subsection.

1. Determine the percentage of weight on the main gear to be used in Steps 2, 3, and 4, below.
The maximum aft center-of-gravity position yields the critical loading on the critical gear (see
Subsection 7.4). This center-of-gravity position is used to determine main gear loads at all
gross weights of the model being considered.

2. Establish a rigid-pavement requirements chart using the PCA computer program PDILB,
such as shown on the right side of Figure 7.9.4. Use standard subgrade strengths of k = 75,
150, 300, and 550 lb/in.3 (nominal values for k = 20, 40, 80, and 150 MN/m3). This chart
provides the same thickness values as those of Subsection 7.7.

3 Determine reference thickness values from the pavement requirements chart of Step 2 for
each standard subgrade strength and gear loading at 400 psi working stress (nominal value
for 2.75 MPa working stress).

7–19
4. Enter the reference thickness values into the ACN rigid-pavement conversion chart shown on
the left side of Figure 7.9.4 to determine ACN. This chart was developed using the PCA
computer program PDILB with a single tire inflated to 1.25 MPa (181 psi) pressure and a
working stress of 2.75 MPa (400 psi.) The ACN is two times the derived single-wheel load
expressed in thousands of kilograms. These values of ACN were plotted as functions of
aircraft gross weight, as already shown in this subsection.

7–20
 AIRCRAFT GROSS WEIGHT
1,000 LB

1,000 KG

AIRCRAFT CLASSIFICATION NUMBER (ACN)

7.9.1 AIRCRAFT CLASSIFICATION NUMBER – FLEXIBLE PAVEMENT

MODEL MD-11

JUNE 2010 7-21 REV F

 120

100

SUBGRADE STRENGTH
ULTRA LOW - 20 MN/m3 (75 LB/IN3)
LOW - 40 MN/m 3 (150 BL/IN3)
80 MEDIUM - 80 MN/m3 (300 LB/IN3)
HIGH - 150 MN/m3 (550 LB/IN3)

60
7–22

40

H54 x 21.0-24 TIRES

20 TIRE PRESSURE CONSTANT
AT 206 PSI (14.5 kg/cm2)
PERCENT WEIGHT ON
MAIN GEARS 94.35

0
250 300 350 400 450 (1,000 lb) 500 550 600 633 650

120 140 160 180 200 220 240 260 280

(1,000 kg)
REV E

AIRCRAFT GROSS WEIGHT

7.9.2 AIRCRAFT CLASSIFICATION NUMBER – RIGID PAVEMENT
MODEL MD-11
 H54 x 21.0–24 TIRES SUBGRADE STRENGTH (CBR)
TIRE PRESSURE CONST ANT AT 206 PSI (14.4 kg/cm 2 )
3 6 10 15
10
10,000 COVERAGES
S-77-1 DESIGN
METHOD
20
REFERENCE THICKNESS (IN.)

30
WEIGHT ON MAIN
LANDING GEAR
LB kg
250,000 (113,400)
40
300,000 (136,080)
350,000 (158,760)
400,000 (181,440)
450,000 (204,120)
50 500,000 (226,799)
597,100 (270,8 10)

ACN FLEXIBLE PAVEMENT

60 CONVERSION CHART
REF: ICAO ANNEX 14
AMENDMENT 35 FLEXIBLE PAVEMENT
REQUIREMENTS CHART

70
20 30 40 50 60 70 80 90 100 150 3 4 5 6 7 8 9 10 15
AIRCRAFT CLASSIFICATION NUMBER (ACN) SUBGRADE STRENGTH (CBR)

7.9.3 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –

FLEXIBLE PAVEMENT
MODEL MD-11

REV E
7–23
 H54 x 21.0–24 TIRES
TIRE PRESSURE CONST ANT AT 206 PSI (14.5 kg/cm 2 )

20 800
ACN RIGID PAVEMENT RIGID PAVEMENT
CONVERSION CHART REQUIREMENTS CHART
REF: ICAO ANNEX 14 PCA PROGRAM PDILB
AMENDMENT 35
18 700
REFERENCE THICKNESS (IN.)

ALLOWABLE WORKING STRESS

16 600

14 500

WEIGHT ON MAIN
LANDING GEAR
12 LB kg 400
597,100 (270,845)
500,000 (226,799)
450,000 (204,120)
400,000 (181,440)
10 350,000 (158,760) 300
300,000 (136,080)
250,000 (113,400)

8 200
10 20 30 40 50 60 70 80 90 100
AIRCRAFT CLASSIFICATION NUMBER (ACN)

7.9.4 DEVELOPMENT OF AIRCRAFT CLASSIFICATION NUMBER (ACN) –

RIGID PAVEMENT
MODEL MD-11

REV E
7–24
THIS PAGE INTENTIONALLY LEFT BLANK

REV E
7-25
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES
8.0 POSSIBLE MD-11 DERIVATIVE AIRPLANES

No additional versions of the MD-11 are currently planned.

REV E
8–1
9.0 MD-11 SCALE DRAWINGS
 L A (2)

X X

P (2)
NG
MC E (2)

H2 O
X X

X
68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X

F (2)
ÉÉ
ÉÉ F (2)

V V

MLG
MLG CLG
C
MC
X X
B LEGEND:
L A (2) AIR CONDITIONING (2 CONN)
B BULK CARGO DOOR
C LOWER DECK CARGO DOOR
V
CLG CENTER LANDING GEAR
E (2) ELECTRICAL (2 CONNECTIONS)
F (2) FUEL (2 CONNECTIONS)
H2 O POTABLE WATER
L LAVATORY
MC MAIN DECK CARGO DOOR
MLG MAIN LANDING GEAR
NG NOSE GEAR
85 FT 3 IN. P (2) PNEUMATIC (2 CONNECTIONS)
V FUEL VENT
16 32 48 64 80 96
X PASSENGER DOOR
+ TURNING RADIUS POINTS:
68 DEG, 60 DEG, 55 DEG, 50 DEG,
45 DEG, 40 DEG, 35 DEG, 30 DEG

9.0 SCALE DRAWINGS

9.1 1 INCH EQUALS 32 FEET DMC005–81
MODEL MD-11

9-1
 L A (2)

X X
P (2)
MC E (2)
NG
H2O
X X
C

X
68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X

F (2)
É F (2)

MLG MLG
CLG
MC C
V X V
X
B
L

LEGEND:
A (2) AIR CONDITIONING (2 CONN) MC MAIN DECK CARGO DOOR
B BULK CARGO DOOR MLG MAIN LANDING GEAR
C LOWER DECK CARGO DOOR NG NOSE GEAR
CLG CENTER LANDING GEAR P (2) PNEUMATIC (2 CONNECTIONS)
E (2) ELECTRICAL (2 CONNECTIONS) V FUEL VENT
F (2) FUEL (2 CONNECTIONS) X PASSENGER DOOR
H2 O POTABLE WATER + TURNING RADIUS POINTS:
68 DEG, 60 DEG, 55 DEG, 50 DEG,
L LAVATORY
45 DEG, 40 DEG, 35 DEG, 30 DEG

DMC005–84
9.0 SCALE DRAWINGS
9.2 1 INCH EQUALS 50 FEET
MODEL MD-11

9-2
 L
A (2)
NG
X X
P (2) X
E (2)
MC C
H2 O
X
X
68 DEG X 68 DEG 50 DEG 40 DEG 30 DEG

F (2)
É F (2)
CLG
V V
MLG MLG
MC C
X X
B
V L

LEGEND:
A (2) AIR CONDITIONING (2 CONN) MC MAIN DECK CARGO DOOR
B BULK CARGO DOOR MLG MAIN LANDING GEAR
C LOWER DECK CARGO DOOR NG NOSE GEAR
CLG CENTER LANDING GEAR P (2) PNEUMATIC (2 CONNECTIONS)
E (2) ELECTRICAL (2 CONNECTIONS) V FUEL VENT
F (2) FUEL (2 CONNECTIONS) X PASSENGER DOOR
H2 O POTABLE WATER + TURNING RADIUS POINTS:
68 DEG, 60 DEG, 55 DEG, 50 DEG,
L LAVATORY
45 DEG, 40 DEG, 35 DEG, 30 DEG

DMC005–85
9.0 SCALE DRAWINGS
9.3 1 INCH EQUALS 100 FEET
MODEL MD-11

9-3
 L A (2)

X X
P (2)
MC E (2)
NG
H2 O
X X
C

X
68 DEG 68 DEG 50 DEG 40 DEG 30 DEG
X

F (2)
ÉÉ
É F (2)

MLG MLG
CLG

V MC C V
X X
B
L

0 10 20 V 30 40 50

METERS
WING SPAN: 51.97 METERS

LEGEND:
A (2) AIR CONDITIONING (2 CONN) MC MAIN DECK CARGO DOOR
B BULK CARGO DOOR MLG MAIN LANDING GEAR
C LOWER DECK CARGO DOOR NG NOSE GEAR
CLG CENTER LANDING GEAR P (2) PNEUMATIC (2 CONNECTIONS)
E (2) ELECTRICAL (2 CONNECTIONS) V FUEL VENT
F (2) FUEL (2 CONNECTIONS) X PASSENGER DOOR
H2 O POTABLE WATER + TURNING RADIUS POINTS:
68 DEG, 60 DEG, 55 DEG, 50 DEG,
L LAVATORY
45 DEG, 40 DEG, 35 DEG, 30 DEG

DMC005–86
9.0 SCALE DRAWINGS
9.4 1 TO 500
MODEL MD-11

9-4
 L
A (2)
NG

X X

P (2)
X
E (2)
MC C
H2O
X
X
68 DEG X 68 DEG 50 DEG 40 DEG 30 DEG

F (2)
É F (2)
CLG

V V
MLG MLG
MC C
X X
B
V L

0 10 20 30 40 50 75 100

METERS
WING SPAN: 51.97 METERS

LEGEND:
A (2) AIR CONDITIONING (2 CONN) MC MAIN DECK CARGO DOOR
B BULK CARGO DOOR MLG MAIN LANDING GEAR
C LOWER DECK CARGO DOOR NG NOSE GEAR
CLG CENTER LANDING GEAR P (2) PNEUMATIC (2 CONNECTIONS)
E (2) ELECTRICAL (2 CONNECTIONS) V FUEL VENT
F (2) FUEL (2 CONNECTIONS) X PASSENGER DOOR
H2 O POTABLE WATER + TURNING RADIUS POINTS:
68 DEG, 60 DEG, 55 DEG, 50 DEG,
L LAVATORY
45 DEG, 40 DEG, 35 DEG, 30 DEG

DMC005–87
9.0 SCALE DRAWINGS
9.5 1 TO 1,000
MODEL MD-11

9-5